Garrett Catalog - RB Racing

Garrett ® -Sponsored Drivers 

Garrett ® 

by Honeywell 

 

www.TurboByGarrett.com 

Honeywell


by Honeywell 

Table of Contents 

Why Garrett ® ? - History and Testing.................................................pg 4 

Garrett ® Technology..........................................................................pg 5 

Turbo Basics.....................................................................................pg 6 

Turbo Tech; How to Choose the Right Turbo - Gasoline ..................pg 9 

Turbo Tech; How to Choose the Right Turbo - Diesel.......................pg 13 

Turbo System Optimization ..............................................................pg 16 

Troubleshooting.................................................................................pg 19 

Displacement Charts ........................................................................pg 20 

Garrett ® GT & GTX Turbochargers...................................................pg 21 

T-Series Ball Bearing Upgrades........................................................pg 76 

Mitsubishi Evolution X Upgrade Kit...................................................pg 77 

Diesel PowerMax TM Upgrade Kits.....................................................pg 78 

Drag Racing-Specific Turbos............................................................pg 81 

Turbocharger Connection Sizes & Dimensions.................................pg 82 

Wastegates & Blow-Off Valves.........................................................pg 87 

Garrett ® Accessories.........................................................................pg 88 

Intercoolers.......................................................................................pg 89 

Garrett ® GT Turbocharger Index.......................................................pg 90 

Honeywell 

www.TurboByGarrett.com

Why Garrett ® ? 


by Honeywell 

Garrett ® History 

The heritage of the turbo business began in 1936 when 

young Cliff Garrett formed his company in a tiny, one-room 

office in Los Angeles. With encouragement and financial 

support from friends like Jack 

Northrop and Harry Wetzel, plus 

$5,000 he borrowed on his own, 

Garrett founded the company that 

would later become the Garrett 

Corporation. Number of employees: 

1. Number of customers: 1. 

Today, that business couldn’t 

be more different. Over time, the 

turbocharging business spun off to 

establish itself as a serious player 

in the engine boosting industry. 

Garrett ® product is produced by over 6,000 employees and 

serves the leading global engine and vehicle manufacturers, 

including Audi, BMW, Chrysler, Daimler Benz, DDC, Fiat, 

Ford, General Motors, International Truck Co, Nissan, 

Peugeot, Renault, Saab and Volkswagen. 

Through names such as AiResearch, AlliedSignal, and the 

Honeywell of today, Garrett ® has sustained its reputation for 

revolutionizing turbocharger technologies generation after 

generation. From its long list of industry firsts to its leadingedge 

patented dual-ball bearing turbos for high performance 

vehicles, Garrett ® develops and manufactures the same 

cutting-edge boosting expertise that goes into all Garrett ® 

products. The fact that Garrett ® turbochargers are the 

preferred choice of leading original equipment manufacturers 

and many top race teams in World Rally, American Le Mans, 

24 Hours of Le Mans, and Pikes Peak is a telling example. 

Today, Garrett ® continues to redefine the art and science 

of boosting technology with advanced air management 

systems for the full spectrum of modern engines. With over 

30,000 turbos produced EVERY DAY, you know the Garrett ® 

name is one you can trust. 

Garrett ® Testing 

A turbocharger is a highly technical product that requires 

superior design and intensive capital to produce. It must 

meet the most severe requirements that only a world-class 

manufacturer like Honeywell’s Garrett ® brand can achieve. 

Garrett ® is one of the few brands that subjects its turbos 

to several OE qualification tests that ensure that “Garrett” is 

only stamped on safe and reliable turbos! Some of these 

tests include: 

* On-Engine Durability - A 1,000-hour general turbocharger 

durability test that is run on-engine in an engineering 

laboratory. 

* Compressor & Turbine Housing Containment - A compressor/turbine 

wheel is set to “hub” burst at a specific speed. 

No portion of the wheel is allowed to penetrate a “containment 

shroud” surrounding the turbocharger; a test to ensure 

safety. 

* Shaft Motion - The 

maximum tolerances 

of the bearing system 

are tested for rotordynamic 

stability beyond 

the maximum 

turbocharger operating 

speed. This means no 

bearing problems and 

a long turbo life. 

* Compressor & Turbine Performance - The entire operating 

range of both the compressor and turbine are mapped on a 

“Performance Gas Stand.” These test cells are calibrated to 

strict standards to assure accuracy and consistency. 

* Heat Soakback - A turbocharger instrumented with thermocouples 

is taken 

beyond maximum operating 

temperature 

and shut down hard! 

Repeat this test four 

more times and make 

sure maximum temperatures 

stay within 

strict limits to avoid oil 

“coking” or build up inside 

the center housing. This is particularly critical for high 

temperature gasoline applications. 

* Thermal Cycle - A 200-hour endurance test that cycles the 

turbocharger from low temperature to “glowing red” every 10 

minutes. To ensure long turbo life, no cracking of the turbine 

housing or distortion of the heat shroud is accepted. 

* Rotor Inertia - A measurement made to document the rotational 

inertia of the compresor and turbine wheels. Garrett ® 

brand products are known for their high flow / low inertia 

characteristics. 

Vistit www.TurboByGarrett.com for complete test list. 

 


Honeywell


by Honeywell 

Garrett ® Technology 

Garrett ® GTX Turbochargers 

The next step in the evolution of the turbocharger is here! 

Garrett ® GTX Turbos feature all new compressor wheels with 

next generation aerodynamics and improved efficiency to 

deliver wicked performance! 

Garrett ® GTX Turbochargers provide higher flow and greater 

boost pressure ratios beyond the world-class Garrett ® GT 

Series compressor wheels. 

* 10%+ Gain in flow over traditional GT compressor 

wheel designs 

* 10%+ Higher pressure ratio compared to traditional GT 

compressor wheel designs 

* Forged, fully machined wheels 

(billet) for expedited release 

* 11 Full-blade design for 

improved efficiency and ultra 

quiet operation 

* Outline interchangeable with 

Garrett ® GT Series turbos 

* Garrett ® OE-quality for 

unbeatable reliability 

Garrett ® Dual Ball Bearing 

The journal bearing has long been the workhorse of the 

turbocharger. However, in the 1990’s, Garrett ® engineers developed 

a radically new and extremely efficient turbocharger. 

With wheel and bearing advances that provide crisp and strong 

throttle response up to 15% faster than traditional bearings, a 

Garrett ® turbo will accelerate your vehicle more quickly than 

ever. 

The patented dual ball bearing design also requires less oil to 

provide adequate lubrication. This in turn lowers oil volume and 

the chances for seal leakage. The lessened need for oil also 

makes the bearings more tolerant to marginal lube conditions 

and diminishes the possibility of turbocharger failure on engine 

shut down. 

The Garrett ® dual ball bearing cartridge gives better damping 

and control over shaft motion allowing enhanced reliability for both everyday and extreme driving conditions. The opposed 

angular contact bearing cartridge eliminates the need for the thrust bearing, commonly the weak link in the turbo bearing 

system. The bearing system in the GT turbocharger allows for improved shaft stability and less drag throughout the speed 

range. 

While T-series turbos typically contain 54 components, GT turbos have an average of only 29. The 45% decrease in parts 

diminishes the opportunity for failure and results in smoother operation. 

A Garrett ® Turbo for Your Vehicle? 

Garrett ® is the only brand to offer a searchable database for turbo kits using its product. 

Visit www.TurboByGarrett.com and enter your vehicle into our Turbo Application Search Engine (TASE) to find a turbo kit 

available for it using Garrett ® turbochargers! 

Honeywell 


Turbo Basics 


by Honeywell 

How a Turbo System Works 

Engine power is proportional to the 

amount of air and fuel that can get into 

the cylinders. All else being equal, 

larger engines flow more air and as 

such will produce more power. 

If we want our small engine to 

perform like a big engine, or simply 

make our bigger engine produce 

more power, our ultimate objective is 

to draw more air into the cylinder. By 

installing a Garrett ® turbocharger, the 

power and performance of an engine 

can be dramatically increased. 

The layout of the turbocharger 

in a given application is critical to a 

properly performing system. 

So how does a turbocharger get 

more air into the engine? Let us first 

look at the schematic to the upper 

right. 

• Ambient air passes through the air 

filter (not shown) before entering the 

compressor [1]. 

• The air is then compressed which 

raises the air’s density 

(mass / unit volume) [2]. 

• Many turbocharged engines have a 

charge air cooler (aka intercooler) 

[3] that cools the compressed air to 

further increase its density and to 

increase resistance to detonation. 

• After passing through the intake 

manifold [4], the air enters 

the engine’s cylinders, which 

contain a fixed maximum 

volume. Since the air is at an 

elevated density, each cylinder 

can contain an increased mass 

of air. Higher air mass flow 

rate allows a higher fuel flow 

rate (with similar air/fuel ratio). 

Combusting more fuel results in 

more power being produced for 

a given size or displacement. 

• After the fuel is burned in 

the cylinder, it is expelled 

during the cylinder’s exhaust 

stroke into the exhaust manifold 

[5]. 

• The high temperature gas 

then continues on to the 

turbine [6]. The turbine creates 

backpressure on the engine 

which means engine exhaust 

pressure is higher than 

atmospheric pressure. 

• A pressure and temperature 

drop occurs (expansion) across 

the turbine [7], which harnesses 

the energy of the exhaust gas to 

provide the power necessary to drive 

the compressor. 

What are the Components of a 

Turbocharger? 

• Compressor Housing 

• Turbine Housing 

• Center Housing and Rotating 

Assembly (CHRA) 

• 

• 

• 

• 

• 

• 

Compressor Wheel 

Turbine Wheel Assembly 

(wheel and shaft) 

Backplate 

Bearing System 

Oil Inlet 

Oil Outlet 

 


Honeywell


by Honeywell 

Turbo Basics 

How Do I Choose the Right Turbo? 

Selecting the proper turbocharger for your specific 

application requires many inputs. With decades of collective 

turbocharging experience, the Garrett ® Performance 

Distributors can assist in selecting the right turbocharger for 

your application. 

The primary input in determining which turbocharger 

is appropriate is to have a target horsepower in mind. 

This should be as realistic as possible for the application. 

Remember that engine power is generally proportional to 

air and fuel flow. Thus, once you have a target power level 

identified, you begin to hone in on the turbocharger size, 

which is highly dependent on air flow requirements. 

Other important factors include the type of application. An 

autocross car, for example, requires rapid boost response. 

A smaller turbocharger or smaller turbine housing would be 

most suitable for this application. While this will sacrifice 

ultimate power due to increased exhaust backpressure at 

higher engine speeds, boost response of the small turbo will 

be excellent. 

Alternatively, on a car dedicated to track days, peak 

horsepower is a higher priority than low-end torque. Plus, 

engine speeds tend to be consistently higher. Here, a 

larger turbocharger or turbine housing will provide reduced 

backpressure but less immediate low-end response. This 

is a welcome trade-off given the intended operating 

conditions. 

Selecting the turbocharger for your application goes 

beyond “how much boost” you want to run. Defining your 

target power level and the primary use for the application 

are the first steps in selecting the best Garrett ® Turbo 

for your vehicle. This catalog includes the formulas and 

considerations needed to corectly match a turbo to either 

your gasoline or diesel engine! 

What is A/R? 

A/R describes a geometric characteristic of all compressor 

and turbine housings. It is defined as the inlet cross-sectional 

area divided by the radius from the turbo centerline to the 

centroid of that area. 

Compressor A/R - Compressor performance is largely 

insensitive to changes in A/R, but generally larger A/R housings 

are used to optimize the performance for low boost applications, 

and smaller housings 

are used for high boost 

applications. Usually there 

are not A/R options available 

for compressor housings. 

Turbine A/R – Turbine 

performance is greatly 

affected by changing the 

A/R of the housing. Turbine 

A/R is used to adjust the 

flow capacity of the turbine. 

Using a smaller A/R will increase the exhaust gas velocity 

into the turbine wheel, causing the wheel to spin faster at 

lower engine RPMs giving a quicker boost rise. This will 

also tend to increase exhaust backpressure and reduce the 

max power at high RPM. Conversely, using a larger A/R 

will lower exhaust gas velocity and delay boost rise, but the 

lower backpressure will give better high-RPM power. When 

deciding between A/R options, be realistic with the intended 

vehicle use and use the A/R to bias the performance toward 

the desired powerband. 

What is Wheel Trim? 

Trim is an area ratio used to describe both turbine and 

compressor wheels. Trim is calculated using the inducer and 

exducer diameters. 

Trim = (Inducer 2 /Exducer 2 ) x 100 

Example: 

Inducer diameter = 88mm 

Exducer diameter = 117.5mm 

Trim = (88 2 /117.5 2 ) x 100= 56 Trim 

As trim is increased, the wheel can support more air/gas flow. 

Compressor Wheel Trim = (Inducer 2 /Exducer 2 ) x 100 

Turbine Wheel Trim = (Exducer 2 /Inducer 2 ) x 100 

Honeywell 


Turbo Basics 


by Honeywell 

Other Components 

Blow-Off (Bypass) Valves 

The blow-off valve (BOV) is a 

pressure relief device on the intake 

tract to prevent the turbo’s compressor 

from going into surge. The BOV should 

be installed between the compressor 

discharge and the throttle body, 

preferably downstream of the charge 

air cooler (if equipped). 

When the throttle is closed rapidly, the 

this energy (e.g. exhaust flow) reduces 

the power driving the turbine wheel 

to match the power required for a 

given boost level. Similar to the BOV, 

the wastegate uses boost pressure 

and spring force to regulate the flow 

bypassing the turbine. 

Garrett ® ball bearing turbochargers 

require less oil than journal bearing 

turbos. Therefore an oil inlet restrictor 

is recommended if you have oil 

pressure over approximately 40 psig. 

The oil outlet should be plumbed to the 

oil pan above the oil level (for wet sump 

systems). Since the oil drain is gravity 

fed, it is important that the oil outlet 

points downward, and that the drain 

tube does not become horizontal or go 

“uphill” at any point. 

airflow is quickly reduced, causing flow 

instability and pressure fluctuations. 

These rapidly cycling pressure 

fluctuations are the audible evidence 

of surge. Surge can eventually lead to 

bearing failure due to the high loads 

associated with it. 

Blow-off valves use a combination 

of manifold pressure signal and spring 

force to detect when the throttle is 

closed. When the throttle is closed 

rapidly, the BOV vents boost from 

the intake tract to atmosphere or 

recirculates it to relieve the pressure 

from the turbo, eliminating surge. 

Wastegates 

On the exhaust side, a wastegate 

provides a means to control the boost 

pressure generated by the turbocharger 

by controlling the turbocharger shaft 

speed. Some commercial diesel 

applications do not use a wastegate at 

all. This type of system is called a free 

floating turbocharger. 

However, the vast majority of gasoline 

performance applications require a 

wastegate. There are two configurations 

of wastegates: internal and external. 

Both internal and external wastegates 

provide a means for exhaust gas to 

bypass the turbine wheel. Bypassing 

Internal wastegates are built into 

the turbine housing and consist of a 

“flapper” valve, crank arm, rod end, 

and pneumatic actuator. It is important 

to connect this actuator only to boost 

pressure since it is not designed to 

handle vacuum and as such should 

not be referenced to an intake 

manifold. 

External wastegates are added 

to the exhaust plumbing on the 

exhaust manifold or header. The 

advantage of external wastegates 

is that the bypassed flow can 

be reintroduced into the exhaust 

stream further downstream of the 

turbine. This improves the turbine’s 

performance. On racing applications, 

this wastegated exhaust flow can be 

vented directly to atmosphere. 

Oil & Water Plumbing 

The intake and exhaust plumbing 

often receives the focus, leaving the 

oil and water plumbing neglected. 

Following a hot shutdown of a 

turbocharger, heat soak begins. This 

means that the heat in the head, exhaust 

manifold, and turbine housing raises 

the temperature of the turbo’s center 

housing. These extreme temperatures 

can result in oil coking. 

Water-cooled center housings 

were introduced to minimize the 

effects of heat soak-back. These 

use unpressurized coolant from the 

engine to act as a heat sink after 

engine shutdown, preventing the oil 

from coking. The water lines utilize 

a thermal siphon effect to reduce the 

peak heat soak-back temperature after 

key-off. The layout of the pipes should 

eliminate peaks and troughs with the 

(cool) water inlet on the low side. To 

help this along, it is advantageous to 

tilt the turbocharger approximately 25° 

about the axis of shaft rotation. 

Garrett ® offers many turbos that are 

water-cooled for enhanced durability. 

Want to learn more? 

Visit http://www.TurboByGarrett.com 

and check out the Turbo Tech section 

for more great articles! 

 


Honeywell


by Honeywell 

Turbo Selection - Gas 

This article is more involved and will describe parts of the 

compressor map, how to estimate pressure ratio and mass flow 

rate for your engine as well as how to plot the points on the maps to 

help choose the right turbocharger. Have your calculator handy! 

Parts of the Compressor Map 

The compressor map is a graph that describes a particular compressor’s 

performance characteristics, including efficiency, mass 

flow range, boost pressure capability, and turbo speed. Shown below 

is a figure that identifies aspects of a typical compressor map: 

Pressure Ratio 

Pressure Ratio ( ) is defined as the Absolute outlet pressure 

divided by the Absolute Inlet Pressure. 

Where: 

= Pressure Ratio 

P1c = Compressor Inlet 

Pressure 

P2c = Compressor Discharge 

Pressure 

It is important to use 

units of Absolute Pressure 

for both P1c and 

P2c. Remember that 

Absolute Pressure at 

sea level is 14.7 psia (in 

units of psia, the “a” refers 

to “absolute”). This 

is referred to as standard 

atmospheric pressure at 

standard conditions. 

Gauge Pressure (in 

units of psig, the g refers 

to “gauge”) measures the pressure above atmospheric, so a 

Gauge Pressure reading at atmospheric conditions will read zero. 

Boost gauges measure the manifold pressure relative to atmospheric 

pressure, and thus are measuring Gauge Pressure. This 

is important when determining P2c. For example, a reading of 12 

psig on a boost gauge means that the air pressure in the manifold 

is 12 psi above atmospheric pressure. 

For a day at standard atmospheric conditions: 

12 psig + 14.7 psia = 26.7 psi Absolute Pressure in the manifold, 

the Pressure Ratio at this condition can now be calculated: 

26.7 psia / 14.7 psia = 1.82 

However, this assumes there is no adverse impact of the air filter 

assembly at the compressor inlet. 

In determining Pressure Ratio, the Absolute Pressure at the 

compressor inlet (P2c) is often LESS than the Ambient Pressure, 

especially at high load. Why is this? Any restriction (caused by 

the air filter or restrictive ducting) will result in a “depression,” 

or pressure loss, upstream of the compressor that needs to be 

accounted for when determining pressure ratio. This depression 

can be 1 psig or more on some intake systems. In this 

case P1c on a standard day is: 

14.7psia – 1 psig = 13.7 psia at compressor inlet 

Taking into account the 1 psig intake depression, the pressure 

ratio is now. 

(12 psig + 14.7 psia) / 13.7 psia = 1.95. 

That’s great, but what if you’re not at sea level? In this case, 

simply substitute the actual atmospheric pressure in place of the 

14.7 psi in the equations above to give a more accurate calculation. 

At higher elevations, this can have a significant effect on pressure 

ratio. 

For example, at Denver’s 5000 feet elevation, the atmospheric 

pressure is typically around 12.4 psia. In this case, the pressure 

ratio calculation, taking into account the intake depression, is: 

(12 psig + 12.4 psia) / (12.4 psia – 1 psig) = 2.14 

Compared to the 1.82 pressure ratio calculated originally, this 

is a big difference. 

As you can see in these examples, pressure ratio depends on a 

lot more than just boost. 

Mass Flow Rate 

Mass Flow Rate is the mass of air flowing through a compressor 

(and engine!) over a given period of time and is commonly 

expressed as lb/min (pounds per minute). Mass flow can be 

physically measured, but in many cases it is sufficient to estimate 

the mass flow for choosing the proper turbo. 

Many people use Volumetric Flow Rate (expressed in cubic feet 

per minute, CFM or ft 3 /min) instead of mass flow rate. Volumetric 

flow rate can be converted to mass flow by multiplying by the air 

density. Air density at sea level is 0.076lb/ft 3 . 

What is my mass flow rate? As a very general rule, turbocharged 

gasoline engines will generate 9.5-10.5 horsepower (as measured 

at the flywheel) for each lb/min of airflow. So, an engine with a target 

peak horsepower of 400 HP will require 36-44 lb/min of airflow to 

achieve that target. This is just a rough first approximation to help 

narrow the turbo selection options. 

Surge Line 

Surge is the left hand boundary of the compressor map. 

Operation to the left of this line represents a region of flow 

instability. This region is characterized by mild flutter to wildly 

fluctuating boost and “barking” from the compressor. Continued 

operation within this region can lead to premature turbo failure 

due to heavy thrust loading. 

Surge is most commonly experienced when one of two 

situations exist. The first and most damaging is surge under load. 

It can be an indication that your compressor is too large. Surge 

is also commonly experienced when the throttle is quickly closed 

after boosting. This occurs because mass flow is drastically 

reduced as the throttle is closed, but the turbo is still spinning 

and generating boost. This immediately drives the operating 

point to the far left of the compressor map, right into surge. Surge 

will decay once the turbo speed finally slows enough to reduce 

the boost and move the operating point back into the stable 

region. This situation is commonly addressed by using a Blow- 

Off Valve (BOV) or bypass valve. A BOV functions to vent intake 

pressure to atmosphere so that the mass flow ramps down 

smoothly, keeping the compressor out of surge. In the case of a 

recirculating bypass valve, the airflow is recirculated back to the 

compressor inlet. 

Honeywell 




by Honeywell 

A Ported Shroud Compressor (see Fig. 2) is a feature that is 

incorporated into the compressor housing. It functions to move 

the surge line further to the left (see Fig. 3) by allowing some 

airflow to exit the wheel through the port to keep surge from 

occurring. This provides additional useable range and allows 

a larger compressor to be used for higher flow requirements 

without risking running the compressor into a dangerous surge 

condition. The presence of 

the ported shroud usually 

has a minor negative impact 

on compressor efficiency. 

The Choke Line is the 

right hand boundary of 

the compressor map. For 

Garrett ® maps, the choke 

line is typically defined by the 

point where the efficiency 

drops below 58%. In 

addition to the rapid drop of 

compressor efficiency past 

this point, the turbo speed 

Fig 2 

will also be approaching or 

exceeding the allowable limit. 

If your actual or predicted 

operation is beyond this 

limit, a larger compressor is 

necessary. 

Turbo Speed Lines are 

lines of constant turbo speed. 

Turbo speed for points 

between these lines can be 

estimated by interpolation. As 

turbo speed increases, the 

pressure ratio increases and/ 

or mass flow increases. As 

indicated above in the choke 

line description, the turbo 

Fig 3 

speed lines are very close together at the far right edge of the 

map. Once a compressor is operating past the choke limit, turbo 

speed increases very quickly and a turbo over-speed condition is 

very likely. 

Efficiency Islands are concentric regions on the maps that 

represent the compressor efficiency at any point on the map. The 

smallest island near the center of the map is the highest or peak 

efficiency island. As the rings move out from there, the efficiency 

drops by the indicated amount until the surge and choke limits are 

reached. 

Plotting Your Data on the Compressor Map 

In this section, methods to calculate mass flow rate and boost 

pressure required to meet a horsepower target are presented. 

This data will then be used to choose the appropriate compressor 

and turbocharger. Having a Horsepower Target in mind is a vital 

part of the process. In addition to being necessary for calculating 

mass flow and boost pressure, a Horsepower Target is required 

for choosing the right fuel injectors, fuel pump and regulator, and 

other engine components. 

Estimating Required Air Mass Flow and Boost Pressures to 

reach a Horsepower Target. 

Things you need to know: 

-Horsepower Target 

-Engine Displacement 

-Maximum RPM 

-Ambient conditions (temperature and barometric 

pressure. Barometric pressure is usually given as inches of mercury 

and can be converted to psi by dividing by 2) 

Things you need to estimate: 

· Engine Volumetric Efficiency. Typical numbers for peak Volumetric 

Efficiency (VE) range in the 95%-99% for modern 4-valve heads, to 

88%-95% for 2-valve designs. If you have a torque curve for your 

engine, you can use this to estimate VE at various engine speeds. 

On a well-tuned engine, the VE will peak at the torque peak, and 

this number can be used to scale the VE at other engine speeds. 

A 4-valve engine will typically have higher VE over more of its rev 

range than a 2-valve engine. 

· Intake Manifold Temperature. Compressors with higher efficiency 

give lower manifold temperatures. Manifold temperatures of 

intercooled setups are typically 100 - 130 degrees F, while nonintercooled 

values can reach from 175-300 degrees F. 

· Brake Specific Fuel Consumption (BSFC). BSFC describes the 

fuel flow rate required to generate each horsepower. General 

values of BSFC for turbocharged gasoline engines range from 0.50 

to 0.60 and higher. 

The units of BSFC are 

Lower BSFC means that the engine requires less fuel to generate 

a given horsepower. Race fuels and aggressive tuning are required 

to reach the low end of the BSFC range described above. 

For the equations below, we will divide BSFC by 60 to convert 

from hours to minutes. 

To plot the compressor operating point, first calculate airflow: 

Where: 

Wa= Airflow actual (lb/min) 

HP = Horsepower Target (flywheel) 

= Air/Fuel Ratio 

= Brake Specific Fuel Consumption = ( ) ÷ 60 (to 

convert from hours to minutes) 

EXAMPLE: 

I have an engine that I would like to make 400HP, I want to 

choose an air/fuel ratio of 12 and use a BSFC of 0.55. Plugging 

these numbers into the formula from above: 

of air. 

Thus, a compressor map that has the capability of at least 44 

pounds per minute of airflow capacity is a good starting point. 

Note that nowhere in this calculation did we enter any engine 

displacement or RPM numbers. This means that for any engine, 

in order to make 400 HP, it needs to flow about 44 lb/min (this 

assumes that BSFC remains constant across all engine types). 

Naturally, a smaller displacement engine will require more boost or 

higher engine speed to meet this target than a larger engine will. So 

how much boost pressure would be required? 

10 www.TurboByGarrett.com 

Honeywell


by Honeywell 


Calculate manifold pressure required to meet the Horsepower, or 

flow target: 

Where: 

· MAPreq = Manifold Absolute Pressure (psia) required to meet the 

horsepower target 

· Wa = Airflow actual(lb/min) 

· R = Gas Constant = 639.6 

· Tm = Intake Manifold Temperature (degrees F) 

· VE = Volumetric Efficiency 

· N = Engine speed (RPM) 

· Vd = engine displacement (Cubic Inches, convert from liters to CI 

by multiplying by 61.02, ex. 2.0 liters * 61.02 = 122 CI) 

EXAMPLE: 

To continue the example above, let’s consider a 2.0 liter engine 

with the following description: 

· Wa = 44 lb/min as previously calculated 

· Tm = 130 degrees F 

· VE = 92% at peak power 

· N = 7200 RPM 

· Vd = 2.0 liters * 61.02 = 122 CI 

= 41.1 psia (remember, this is 

Absolute Pressure. Subtract Atmospheric Pressure to get Gauge 

Pressure (aka boost): 

41.1 psia – 14.7 psia (at sea level) = 26.4 psig boost 

As a comparison let’s repeat the calculation for a larger 

displacement 5.0L (4942 cc/302 CI) engine. 

Where: 

· Wa = 44 lb/min as previously calculated 

· Tm = 130 degrees F 

· VE = 85% at peak power (it is a pushrod V-8) 

· N = 6000 RPM 

· Vd = 4.942*61.02= 302 CI 

= 21.6 psia (or 6.9 psig boost) 

This example illustrates that in order to reach the horsepower 

target of 400 hp, a larger engine requires lower manifold pressure 

but still needs 44lb/min of airflow. This can have a very significant 

effect on choosing the correct compressor. 

With Mass Flow and Manifold Pressure, we are nearly ready to 

plot the data on the compressor map. The next step is to determine 

how much pressure loss exists between the compressor and the 

manifold. The best way to do this is to measure the pressure 

drop with a data acquisition system, but many times that is not 

practical. 

Depending upon flow rate, charge air cooler characteristics, 

piping size, number/quality of the bends, throttle body restriction, 

etc., the plumbing pressure drop can be estimated. This can be 1 

psi or less for a very well designed system. On certain restrictive 

OEM setups, especially those that have now higher-than-stock 

airflow levels, the pressure drop can be 4 psi or greater. 

For our examples we will assume that there is a 2 psi loss. So to 

determine the Compressor Discharge Pressure (P2c), 2 psi will be 

added to the manifold pressure calculated above. 

Where: 

· P2c = Compressor Discharge Pressure (psia) 

· MAP = Manifold Absolute Pressure (psia) 

· ΔPloss = Pressure Loss Between the Compressor and the 

Manifold (psi) 

For the 2.0 L engine: 

For the 5.0 L engine: 

= 43.1 psia 

= 23.6 psia 

Remember our discussion on inlet depression in the Pressure 

Ratio discussion earlier, we said that a typical value might be 1 psi, 

so that is what will be used in this calculation. For this example, 

assume that we are at sea level, so Ambient Pressure is 14.7 

psia. 

We will need to subtract the 1 psi pressure loss from the ambient 

pressure to determine the Compressor Inlet Pressure (P1). 

Where: 

· P1c = Compressor Inlet Pressure (psia) 

· Pamb = Ambient Air Pressure (psia) 

· ΔPloss = Pressure Loss due to Air Filter/Piping (psi) 

P1c = 14.7 - 1 = 13.7 psia 

With this, we can calculate Pressure Ratio ( ) using the 

equation. 

For the 2.0 L engine: = 3.14 

For the 5.0 L engine: = 1.72 

We now have enough information to plot these operating points 

on the compressor map. First we will try a GT2860RS. This turbo 

has a 60mm, 60 trim compressor wheel. 

Clearly this 

c o m p r e s s o r 

is too small, 

as both points 

are positioned 

far to the right 

and beyond the 

c o m p r e s s o r ’s 

choke line. 

Honeywell 


11



by Honeywell 

Another potential 

candidate might 

be the Garrett ® 

GT3076R. This 

turbo has a 76mm, 

56 trim compressor 

wheel. 

This is much 

better; at least both 

points are on the 

map! Let’s look at 

each point in more 

detail. 

For the 2.0L 

engine this point is 

in a very efficient 

area of the map, 

but since it is in the 

center of the map, 

there would be a 

concern that at lower 

engine speeds that it would be near or over the surge line. This 

might be ok for a high-rpm-biased powerband that might be used 

on a racing application, but a street application would be better 

served by a different compressor. 

For the 5.0L engine, this looks like a very good street-biased 

powerband, with the lower engine speeds passing through the 

highest efficiency zone on the map, and plenty of margin to stay 

clear of surge. One area of concern would be turbo overspeed when 

revving the engine past peak power. A larger compressor would 

place the operating 

point nearer to the 

center of the map 

and would give some 

additional benefit to 

a high-rpm-biased 

powerband. We’ll 

look at a larger 

compressor for the 

5.0L after we figure 

out a good street 

match for the 2.0L 

engine. 

So now lets look at 

a Garrett ® GT3071R, 

which uses a 71mm, 

56 trim compressor 

wheel. 

For the 2.0L 

engine, this is a better 

mid-range-oriented 

compressor. The operating point is shifted a bit towards the choke 

side of the map and this provides additional surge margin. The 

lower engine speeds will now pass through the higher efficiency 

zones and give excellent performance and response. 

For the 5.0L engine, the compressor is clearly too small and 

would not be considered. 

Now that we have arrived at an acceptable compressor for the 

2.0L engine, lets calculate a lower rpm point to plot on the map to 

better get a feel for what the engine operating line will look like. We 

can calculate this using the following formula: 

We’ll choose the engine speed at which we would expect to see 

peak torque, based on experience or an educated guess. In this 

case we’ll choose 5000rpm. 

Where: 

· Wa = Airflow actual (lb/min) 

· MAP = Manifold Absolute Pressure (psia) =41.1 psia 

· R = Gas Constant = 639.6 

· Tm = Intake Manifold Temperature (degrees F) =130 

· VE = Volumetric Efficiency = 0.92 

· N = Engine speed (RPM) = 5000rpm 

· Vd = engine displacement (Cubic Inches, convert from liters to CI 

by multiplying by 61, ex. 2.0 liters * 61 = 122 CI) 

= 34.1 lb/min 

Plotting this on the GT3071R compressor map demonstrates the 

following operating points. 

This provides a good 

representation of the 

operating line at that 

boost level, which is 

well suited to this map. 

At engine speeds lower 

than 5000 rpm the boost 

pressure will be lower, 

and the pressure ratio 

would be lower, to keep 

the compressor out of 

surge. 

Back to the 5.0L 

engine. Let’s look at 

a larger compressor’s 

map. This time we 

will try a GT3582R 

with an 82mm, 56 trim 

compressor. 

Here, compared to 

the GT3076R, we can 

see that this point is not 

quite so deep into choke 

and will give better highrpm 

performance than 

the 76mm wheel. A 

further increase in wheel 

size would provide 

even better high-rpm 

performance, but at the 

cost of low- and midrange 

response and 

drivability. 

Hopefully this 

provided a basic idea of 

what a compressor map 

displays and how to 

choose a compressor. If 

real data is available to 

be substituted in place of estimation, more accurate results can 

be generated. 


Honeywell


by Honeywell 

Turbo Selection -Diesel 

Today’s diesel engines represent the state of the art in technology 

with high power density, excellent drivability, and good fuel 

economy. Fortunately for the diesel enthusiast, they are easier 

to upgrade for additional performance and the aftermarket is 

responding with more options for your high performance needs. 

As the major air system component, the turbocharger is a vital part 

of the performance equation and choosing the right turbo is critical 

to meeting your performance targets. 

So why would I want to upgrade my Turbo Diesel engine? 

Better towing performance -- Maybe you bought your truck to tow 

that gooseneck for work, to get your 5th wheel to the next resort or 

your boat to the lake. It sure would be nice to get up to freeway 

speeds quickly and maintain highway speeds in hilly terrain. With 

the right upgrades, that can be done safely and efficiently. 

power target. Since turbochargers are sized by how much air they 

can deliver and airflow is proportional to engine power, a realistic 

horsepower goal is critical to make the right choice. 

The concept of a realistic goal needs to be stressed in order to 

ensure maximum performance and satisfaction. Sure, everyone 

would like to have a mega-horsepower vehicle but past a reasonable 

limit, as the power goes up, the reliability, drivability and day-to-day 

utility is diminished. Things are more likely to go wrong, wear out 

and break down as the power output climbs. 

Most project vehicles fall into one of the following general 

categories: 

Great, So what turbo do I choose? 

Competition Use -- More and more enthusiasts are interested in 

heavily modifying their vehicles for competition use. Some are 

weekend warriors that use their vehicles during the week for routine 

duty then go to the track on the weekends while others are building 

strictly race vehicles that give up streetability for the demands of 

the track. 

More fun -- For many, making modifications for increased 

performance is a way of personalizing the vehicle and to have a 

bit more fun with the daily drive. There is a satisfaction that comes 

from modifications that put you back into your seat a little harder 

when the light turns green. And, there are always the grudge 

matches at the local drag strip. 

What do I need to know to choose the right diesel upgrade 

turbocharger? 

The amount of power that a diesel engine makes is directly 

proportional to the amount of fuel injected into the cylinder and that 

fuel needs sufficient air for complete combustion. For smoke-free 

performance, the engine needs about 18 times more air (by mass) 

than fuel. So clearly, as more fuel is added, additional air needs 

to be added also. In most applications, the stock turbo has some 

additional capacity for increased power, but as the compressor 

reaches the choke limit (maximum flow), the turbo speed increases 

rapidly, the efficiency drops dramatically, and the compressor 

discharge temperature ramps up very quickly. This creates a 

“snowball” effect in that the higher discharge temps mean higher 

intake manifold temps and higher exhaust gas temps. The lower 

efficiency means that more turbine power is required to reach the 

same boost causing higher back pressure in the exhaust manifold. 

This can usually be seen on an engine with a performance chip 

(at the highest power setting) and maybe an intake or exhaust 

upgrade. Under heavy acceleration, smoke is pouring from the 

tailpipe as the EGT’s and turbo speeds are climbing into the danger 

zone requiring a prudent driver to back off the accelerator pedal 

early to keep from damaging the engine. Under these conditions, 

the stock turbo is running on borrowed time. With an upgrade 

turbocharger selected to compliment the extra fuel, smoke is 

drastically reduced, EGT’s are under control and, since the turbo 

is operating in a more efficient range, horsepower and drivability 

are enhanced. When the modifications get more serious, a bigger 

turbo is a must-have to compliment even more fuel. 

In order to decide on the appropriate turbocharger for your diesel 

engine, the very first thing that needs to be established is the 

Let’s take each case and calculate a turbo choice based on the 

intended power increase. The first step is to read the catalog 

section “Turbo Selection - Gasoline” (pages 8-11). This article 

explains the reading of a compressor map and the equations 

needed to properly match a turbo. The examples given, however, 

are for gasoline engines, so the additional examples here will be 

using those same equations but with a diesel engine. Matches 

will be calculated with an Air Fuel Ratio (AFR) of 22:1 for low or 

no smoke performance. Likewise a typical Brake Specific Fuel 

Consumption (BSFC) is in the range of 0.38. Let’s get started! 

The first example will be for the Daily Driver/Work Truck/Tow 

Vehicle category. This includes vehicles up to 150HP over stock. 

But wait, this power level can be accomplished with just a chip or 

tuning module. So why bother with a new upgrade turbo? An upgrade 

turbo will enhance the gains made by installing the chip and 

other upgrades. The extra air and lower backpressure provided 

by the upgrade turbo will lower EGTs, allow more power with less 

smoke and address durability issues with the stock turbo at higher 

boost pressures and power levels. Because this will be a mild 

upgrade, boost response and drivability will be improved across 

the board. 

EXAMPLE: 

I have a 6.6L diesel engine that makes a claimed 325 flywheel 

horsepower (about 275 wheel Horsepower as measured on a 

chassis dyno). I would like to make 425 wheel HP; an increase of 

150 wheel horsepower. Plugging these numbers into the formula 

and using the AFR and BSFC data from above: 

Honeywell 


13

Turbo Selection - Diesel 


by Honeywell 

Recall from Turbo Selection - Gasoline: 

Where: 

Wa = Airflowactual (lb/min) 

HP = Horsepower Target 

= Air/Fuel Ratio 

= Brake Specific Fuel Consumption ( ) ÷ 60 

(to convert from hours to minutes) 

of air. 

So we will need to choose a compressor map that has a capability 

of at least 59.2 pounds per minute of airflow capacity. Next, 

how much boost pressure will be needed? 

Calculate the manifold pressure required to meet the horsepower 

target. 

Where: 

MAPreq = Manifold Absolute Pressure (psia) required to 

meet the horsepower target 

Wa = Airflowactual (lb/min) 

R = Gas Constant = 639.6 

Tm = Intake Manifold Temperature (degrees F) 

VE = Volumetric Efficiency 

N = Engine speed (RPM) 

Vd = engine displacement (Cubic Inches, convert from li 

ters to CI by multiplying by 61, ex. 2.0 liters*61 = 122 CI) 

For our project engine: 

Wa = 59.2 lb/min as previously calculated 

Tm = 130 degrees F 

VE = 98% 

N = 3300 RPM 

Vd = 6.6 liters * 61 = 400 CI 

To get the correct inlet condition, it is now necessary to estimate 

the air filter or other restrictions. In the Pressure Ratio discussion 

earlier we said that a typical value might be 1 psi, so that is what 

will be used in this calculation. Also, we are going to assume that 

we are at sea level, so we are going to use an ambient pressure 

of 14.7 psia. We will need to subtract the 1 psi pressure loss from 

the Ambient Pressure to determine the Compressor Inlet Pressure 

(P1). 

Where: 

P1c = Compressor Inlet Pressure (psia) 

Pamb = Ambient Air pressure (psia) 

Ploss = Pressure loss due to Air Filter/Piping (psi) 

= 13.7 psia 

With this, we can calculate Pressure Ratio ( 

equation. 

For the 2.0L engine: 

) using the 

= 2.7 

We now have enough information to plot these operating points 

on the compressor map. First we will try a GT3788R. This turbo 

has an 88mm tip diameter 52 trim compressor wheel with a 

64.45mm inducer. 

As you can see, this point falls nicely on the map with some additional 

room for increased boost and mass flow if the horsepower 

target climbs. For this 

reason, the GT37R turbo 

family is applied on 

many of the Garrett ® 

PowerMax TM turbo kits 

that are sized for this 

horsepower range. 

= 34.5 psia (remember, this is Absolute Pressure; subtract Atmospheric 

Pressure to get Gauge Pressure, 34.5 psia – 14.7 psia (at 

sea level) = 19.8 psig). 

So now we have a Mass Flow and Manifold Pressure. We are 

almost ready to plot the data on the compressor map. Next step 

is to determine how much pressure loss exists between the compressor 

and the manifold. The best way to do this is to measure 

the pressure drop with a data acquisition system, but many times 

that is not practical. Depending upon flow rate and charge air cooler 

size, piping size and number/quality of the bends, throttle body 

restriction, etc., you can estimate from 1 psi (or less) up to 4 psi 

(or higher). For our examples we will estimate that there is a 2 psi 

loss. Therefore we will need to add 2 psi to the manifold pressure 

in order to determine the Compressor Discharge Pressure (P2c). 

Where: 

P2c = Compressor Discharge Pressure (psia) 

MAP = Manifold Absolute Pressure (psia) 

Ploss = Pressure loss between the Compressor and 

the Manifold (psi) 

= 36.5 psia 

For the next example, 

let’s look at the Weekend 

Warrior. This category 

is for daily driven 

vehicles that have up 

to 250 horsepower 

over stock or 525 wheel 

horsepower. 

Plugging that power 

target into our formula 

yields an airflow requirement of: 

And a pressure ratio of: 

of air flow. 

= 43.5 psia 

= 45.5 psia 

= 3.3 


Honeywell


by Honeywell 

Turbo Selection - Diesel 

Looking at the previous map, the compressor does not flow 

enough to support this requirement, so we must look at the next 

larger size compressor. (Technically, the engine could probably 

easily make this power with the previous compressor, but it would 

be at risk of more smoke, higher EGT’s and backpressure; kind of 

like pushing a stock compressor too far…) The next larger turbo is 

a Garrett ® GT4094R. Another option that could also be considered 

is the GT4294R which has 

a slightly larger inducer 

compressor and the next 

larger frame size turbine 

wheel. The larger wheel’s 

inertia will slow down the 

response a bit, but provide 

better performance at the 

top end of the rpm range. 

For the next example, 

let’s look at the Extreme 

P e r f o r m a n c e . T h i s 

category is for real hot rod 

vehicles that have up to 

350 horsepower over stock 

and owners that are willing 

to give up some of the daily utility in order to achieve higher power 

gains. 

Plugging that power target into our formula yields an airflow 

requirement of: 

of air 

And a pressure ratio of : 

= 50.8 psia 

= 52.8 psia 

= 3.8 

For this flow and pressure ratio, the GT4202R is appropriate and 

is shown below. Since this is approaching a pressure ratio of 4- 

to-1, we are about at the limit of a single turbo on an engine of this 

size. 

Additional power gains can be had with more boost or a larger 

single turbo, but it is 

getting close to the edge 

of the envelope in terms of 

efficiency and turbo speed. 

The final case is the 

Competition category. 

Since this is a special case 

and there are so many ways 

to go about an ultimate 

power diesel application, 

it is not possible to cover it 

adequately in this article. 

There are, however, some 

general guidelines. At 

this power level, as stated 

above, it is a good idea 

to consider a series turbo 

application. This is a situation where one turbo feeds another turbo, 

sharing the work of compressing the air across both compressors. 

A larger turbo is designated as the “low-pressure” turbo and the 

smaller secondary stage as the “high pressure” turbo. The lowpressure 

compressor feeds the high-pressure compressor which 

then feeds the intake. On the turbine-side the exhaust first passes 

through the high-pressure turbine and then on to the low-pressure 

turbine before being routed out through the tailpipe. We can still 

calculate the required mass flow, but the pressure ratio is more 

involved and questions should be discussed with your local Garrett ® 

PowerMax TM distributor. To calculate the required mass flow, we 

use the normal equation. This time the power target will be 500 

wheel horsepower over stock, for a total of 775 wheel horsepower. 

of air flow. 

This air flow rate will apply only to the low-pressure compressor 

as the high-pressure compressor will be smaller because it is further 

pressurizing already compressed air. In most cases, the highpressure 

turbo tends to be about two frame sizes smaller than the 

low pressure stage. So in this case, after selecting the appropriate 

low-pressure turbo (hint: look at the GT4718R compressor map), a 

GT4088R or GT4094R would be the likely candidates. 

One more comment on 

choosing a properly sized 

turbine housing A/R. A 

smaller A/R will help the 

turbo come up on boost 

sooner and provide a better 

responding turbo application, 

but at the expense 

of higher back pressure in 

the higher rpm zones and, 

in some cases, a risk of 

pushing the compressor 

into surge if the boost rises 

too rapidly. On the other 

hand, a larger A/R will respond 

slower, but with better 

top end performance 

and reduced risk of running 

the compressor into 

surge. Generally speaking, 

the proper turbine housing 

is the largest one that 

will give acceptable boost 

response on the low end 

while allowing for more optimal 

top end performance. 

This information should 

be used as a starting point 

for making decisions on 

proper turbo sizing. 

For more specific 

information on your 

engine, consult a Garrett ® 

PowerMax TM Distributor. 

Find your Garrett ® 

PowerMax TM Distributor 

at 

www.TurboByGarrett.com. 

Honeywell 


15

Turbo System Optimization 


by Honeywell 

This section is intended to cover many of the auxiliary systems in a 

more complete and in-depth manner. With this additional section, you 

will better understand how to optimize your turbo system. 

Turbo System Optimization will cover: 

1. Application Information 

2. Turbo Match 

3. System Components 

- Air Filter 

- Oil Supply & Drain 

- Water Lines 

- Charge Tubing & Charge-Air-Cooler 

- BOV 

- Wastegate 

4. Common Causes of Oil Leakage 

5. System Testing/Monitoring 

6. 11-Point Checklist 

1. Application Information 

The most important thing to understand before designing a system 

is the application. Is it going to be used for road racing, drag racing or 

drifting or maybe it will be primarily a street driven car. The intended use 

greatly affects the turbo selection as well as the system components. A 

turbo system that works well for a 9 second drag car is most likely not 

going to work well for a drift car or road race car. 

You need to have a target flywheel horsepower in mind. It will be used 

to help design the entire system. 

2. Turbo Match 

• Visit the Turbo Tech Section of www.TurboByGarrett.com. 

• Or use the Turbo Selection sections of this catalog. 

• Using formulas in Turbo Selection, calculate mass flow and 

pressure ratio (PR) at redline for your specific application. 

• Plot mass flow and PR on several compressor maps to 

determine the best fit. 

• For the example in this presentation, the “application” will 

be a 400 flywheel hp street car using pump gas, therefore 

the estimated mass flow ~ 40 lbs/min 

3. System Components 

Air Filter 

It is important to appropriately size the air filter for the maximum flow 

rate of the application. For our specific example, we are looking for target 

face velocity of ≤130 ft/min at redline to minimize restriction so as to 

provide the turbo with all the air necessary for it to function optimally. 

If the turbo does not have access to the proper amount of air, excessive 

restriction can occur and cause: 

• Oil leakage from the compressor side piston ring, which 

results in oil loss, a fouled CAC and potentially smoke out 

of the tailpipe. 

• Increased pressure ratio, which can lead to turbo overspeed. 

• Overspeed will reduce turbo durability and could result in 

an early turbo failure. 

Determining the correct air filter size 

Example: 

Face Velocity = 130 ft/min 

Mass Flow = 40 lbs/min 

Air density = 0.076 lbs/ft 3 

Mass Flow (lbs/min)=Volumetric Flow Rate (CFM) x Air Density (lbs/ft 3 ) 

Volumetric Flow Rate (CFM) = Mass Flow (lbs/min) 

Air Density (lbs/ft 3 ) 

Volumetric Flow Rate = 526 CFM 

**For twin turbo setups, simply divide the flow rate by two. 

Face Velocity (ft/min) = Volumetric Flow rate (CFM) / Area (ft 2 ) 

Area (ft 2 ) = Volumetric Flow rate (CFM) / Face Velocity (ft/min) 

Area (ft 2 ) = 526 / 130 = 4.05 

Area (in 2 ) = 4.05 x 144 

Area = 582 in 2 

Now that we know the required surface area that our air filter must have, 

we need to determine the correct air filter size using information provided by 

the filter manufacturer. We will need to know the following information about 

the filters we are considering: 

• Pleat height 

• Pleat depth 

• Number of pleats 

Example: 

Pleat Height = 9.00 in. 

Pleat Depth = 0.55 in. 

# of Pleats = 60 

Area (in 2 ) = pleat height x pleat depth x # of pleats x 2 

Area (in 2 ) = 9.00 x 0.55 x 60 x 2 

Area = 594 in 2 

Actual Filter Area (594 in 2 ) > Calculated Area (582 in 2 ) 

Since the actual filter area (594 in 2 ) is greater than the required area, this 

air filter will work for our application. 

Oil Supply & Drainage 

Journal Bearing Turbo 

Journal-bearings function similarly to rod or crank bearings in an engine: 

oil pressure is required to keep components separated. An oil restrictor is 

generally not needed except for oil pressure-induced leakage. 

The recommended oil feed for journal bearing turbochargers is -4AN or 

hose/tubing with an ID of approximately 0.25”. 

Be sure to use an oil filter that meets or exceeds the OEM specifications. 

Ball Bearing Turbo 

An oil restrictor is recommended for optimal performance with ball bearing 

turbochargers. Oil pressure of 40 – 45 psi at maximum engine speed is 

recommended to prevent damage to the turbocharger’s internals. In order to 

achieve this pressure, a restrictor with a 0.040” orifice will normally suffice, 

but you should always verify the oil pressure entering the turbo after the restrictor 

in insure that the components are functioning properly. 

Recommended oil feed is -3AN or -4AN line or hose/tubing with a similar ID. 

As always, use an oil filter that meets or exceeds the OEM specifications. 

OIL LEAKAGE SHOULD NOT OCCUR ON A PROPERLY FUNCTION- 

ING SYSTEM IF RESTRICTOR IS NOT USED UNLESS THE SYSTEM 

PRESSURE IS EXCESSIVELY HIGH. 

Oil Drain 

In general, the larger the oil drain, the better. However, a -10AN is typically 

sufficient for proper oil drainage, but try not to have an inner diameter smaller 

than the drain hole in the housing as this will likely cause the oil to back up 

in the center housing. Speaking of oil backing up in the center housing, a 

gravity feed needs to be just that! The oil outlet should follow the direction of 

gravity +/-35° when installed in the vehicle on level ground. If a gravity feed 

is not possible, a scavenge pump should be used to insure that oil flows freely 

away from the center housing. 

Avoid: 

• Undulations in the line or extended lengths parallel to the ground 

• Draining into oil pan below oil level 

• Dead heading into a component behind the oil pan 

• Area behind the oil pan (windage tray window) where oil sling 

occurs from crankshaft 

When installing your turbocharger, insure that the turbocharger axis of rotation 

is parallel to the level ground within +/- 15°. This means that the oil 

inlet/outlet should be within 15° of being perpendicular to level ground. 

Water Lines 

Water cooling is a key design feature for improved durability and we recommend 

that if your turbo has an allowance for water-cooling, hook up the 

water lines. Water cooling eliminates the destructive occurrence of oil coking 

by utilizing the Thermal Siphon Effect to reduce the Peak Heat Soak Back 

Temperature on the turbine side after shut-down. 

In order to get the greatest benefit from your water-cooling system, avoid 

undulations in the water lines to maximize the Thermal Siphon Effect. 


Honeywell


by Honeywell 


• Available packaging space in the vehicle usually dictates 

certain designs 

Selecting a Charge Air Cooler (aka intercooler) has been made simple 

with www.TurboByGarrett.com ‘s intercooler core page. Each core is rated 

for horsepower, making it as easy as matching your desired power target 

to the core. In general, use the largest core that will fit within the packaging 

constraints of the application. 

Negative degrees: water outlet of center housing is lower than water inlet 

Positive degrees: water outlet of center housing is higher than water inlet 

For our example: 

Another important factor in selecting the correct intercooler is the end tank 

design. Proper manifold shape is critical in both minimizing charge air pressure 

drop and providing uniform flow distribution. Good manifold shapes minimize 

losses and provide fairly even flow distribution. The over-the-top design 

can starve the top tubes however. The side entry is ideal for both pressure 

drop and flow distribution, but it is usually not possible due to vehicle space 

limitations. 

For best results, set the orientation of the center housing to 20°. 

Significant damage to the turbo can occur from improper water line 

setups. 

Charge Tubing 

The duct diameter should be sized with the capability to flow approximately 

200 - 300 ft/sec. Selecting a flow diameter less than the calculated 

value results in the flow pressure dropping due to the restricted 

flow area. If the diameter is instead increased above the calculated 

value, the cooling flow expands to fill the larger diameter, which slows 

the transient response. 

For bends in the tubing, a good design standard is to size the bend 

radius such that it is 1.5 times greater than the tubing diameter. 

The flow area must be free of restrictive elements such as sharp transitions 

in size or configuration. 

For our example: 

• Tubing Diameter: velocity of 200 – 300 ft/sec is desirable. 

Too small a diameter will increase pressure drop. 

Too large can slow transient response. 

• Velocity (ft/min) = Volumetric Flow rate (CFM) / Area (ft 2 ) 

Again, for twin turbo setups, divide the flow rate by (2). 

Charge tubing design affects the overall performance, so there are 

a few points to keep in mind to get the best performance from your 

system. 

• Duct bend radius: 

-Radius/diameter > 1.5 

• Flow area: 

-Avoid area changes, sharp transitions, shape changes 

Proper mounting of the intercooler increases the durability of the system. 

Air to air charge air coolers are typically “soft-mounted”, meaning they use 

rubber isolation grommets. This type of mounting is also used for the entire 

cooling module. The design guards against vibration failure by providing 

dampening of vibration loads. It also reduces thermal loads by providing for 

thermal expansion. 

Benefits of Isolation: 

• Guards against vibration by damping loads 

• Reduces thermal loading by providing for thermal expansion 

Blow Off Valves (BOV) 

Using the proper blow off valve (BOV) affects the system performance. 

There are two main types to consider. 

MAP (Manifold Absolute Pressure) sensor uses either a 

vent-to-atmosphere valve or a recirculation valve. 

- Connect signal line to manifold source 

- Surge can occur if spring rate is too stiff 

Honeywell 


17



by Honeywell 

MAF (Mass Air Flow) sensor uses a recirculation (bypass) valve for 

best drivability. 

- Connect signal line to manifold source 

- Position valve close to the turbo outlet for 

best performance (if valve can handle 

high temp). 

- Surge can occur if valve and/or outlet plumbing are restrictive. 

Wastegates 

Internal wastegates are part of the turbo and integrated 

into the turbine housing. Two connection possibilities exist 

for signal line. The first is to connect line from compressor 

outlet (not manifold - vacuum) to the actuator. The second is 

to connect a line from compressor outlet to boost controller 

(PWM valve) and then to the actuator. 

Manifold pressure is limited by the spring rate of the 

actuator. 

Most OEM style actuators are not designed for vacuum, 

and thus, the diaphragm can be damaged resulting in excessive 

manifold pressure and engine damage. 

External wastegates are separate from the turbo and 

integrated into the exhaust manifold rather than the turbine 

housing. 

Connection to the manifold greatly affects flow capability, 

and correct orientation of the wastegate to the manifold 

is essential. For example, placing the wastegate at 90° to 

the manifold will reduce flow capacity by up to 50%! This 

greatly reduces the control that you have over the system 

and puts your entire drivetrain at risk. Instead, the ideal 

connection is at 45° with a smooth transition. 

There are two connection possibilities for signal line: 

• Connect a line from the compressor outlet 

(not manifold - vacuum) to the actuator 

• Connect a line from the compressor outlet to a boost 

controller (PWM valve) and then to the actuator 

Again, manifold pressure is limited by spring rate of actuator. 

4. Common Causes of Oil Leakage 

A properly installed turbo should NOT leak oil. 

There are, however, instances where oil leaks occur. The most 

common causes, depending on the location of the leak, are: 

Leakage from compressor and turbine seals 

- Excessively high oil pressure 

- Inadequate drain – drain is too small, does not go 

continuously downhill, drain is below the oil level in the pan 

or the location of the drain inside the 

oil pan is located in a section that has oil slung from the 

crank causing oil to back up in drain tube. Always place 

oil drain into oil pan in a location that oil from crank is 

blocked by windage tray. 

- Improper venting of crankcase pressure. 

- Excessive crankcase pressure. 

- Oil drain rotated past the recommended 35°. 

Leakage from compressor seal 

Excessive pressure across the compressor housing inlet caused 

by: 

- Air filter is too small. 

- Charge air tubing too small or has too many bends 

between the air filter and compressor housing . 

- Clogged air filter. 

Leakage from Turbine seal 

- Collapsed turbine piston ring from excessive EGT’s. 

- Turbo tilted back on its axis past recommended 15°. 

5. System Testing and Monitoring 

Testing 

Many problems with turbo systems can be solved before the catastrophic 

happens through simple system testing. 

Pressurize system to test for leaks 

• Clamps 

-Check tightness 

• Couplers 

- Check for holes or tears 

• CAC core / end tanks 

- Check for voids in welds 

Monitoring 

The turbo system in your car should be monitored to insure that every aspect 

is functioning properly to give you trouble-free performance. 

Instrumentation used to monitor / optimize system 

1. Oil Pressure (Required to monitor engine operation) 

2. Oil Temperature (Required to monitor engine operation) 

3. Water Temperature (Required to monitor engine operation) 

4. A/F Ratio (such as a wideband sensor; required to monitor 

engine operation) 

5. Manifold Pressure 

6. Turbine Inlet Pressure 

7. Exhaust Gas Temperature 

8. Turbo Speed Sensor 

• The most accurate way to calibrate and optimize a 

system is through datalogging! 

Manifold Pressure 

- Calibrate actuator setting to achieve manifold pressure 

required to meet hp target 

- Detect over-boost condition 

- Detect damaged actuator diaphragm 

Back Pressure 

- Monitor pressure changes in turbine housing inlet 

- Affect of different turbine housing A/R’s 

- Increased back pressure decreases Volumetric Efficiency 

thus decreasing ultimate power 

Pyrometer 

- Monitor exhaust gas temperature (EGT) in manifold / turbine housing 

- Adjust calibration based on temperature rating of turbine 

housing material or other exhaust components 

Turbo Speed 

- Determine operating points on compressor map 

- Determine if the current turbo is correct for the application 

and target hp 

- Avoid turbo over-speed condition, which could damage turbo 

6. 11 Point Checklist 

1. Application Information – target horsepower, intended use of 

vehicle, etc. 

2. Air filter sizing - determine size for application needs 

3. Oil Supply - restrictor for ball-bearing turbo 

4. Oil Drain – proper size and routing 

5. Water Lines - set up for greatest thermal siphon effect 

6. Charge Tubing – determine diameter for application needs 

7. Charge-Air-Cooler - determine core size for application needs, 

design manifolds for optimal flow, mount for durability 

8. BOV – VTA for MAP engines and by-pass for MAF engines 

9. Wastegate – connect signal line to compressor outlet, smooth 

transition to external wastegate 

10. System Testing – pressurize system to check for leakage, 

periodically check clamp tightness and the condition of couplers 

11. System Monitoring – proper gauges/sensors to monitor engine for 

optimal performance and component durability 


Honeywell


by Honeywell 

Troubleshooting 

Troubleshooting 

Nearly all turbocharger-related problems are the result of a handful of causes. Knowing how to recognize the 

symptoms of these issues early and link them with causes will help you save (down) time and money. 

The chart below outlines the probable causes and noticeable conditions of the most common turbocharger maladies 

as well as what you can do to solve them. 

By using this chart, most turbocharger problems can be easily identified and rectified. However, if a problem falls outside of 

your comfort level for service, contact a Garrett ® Performance Distributor or a Garrett ® Master Distributor for assistance. 

Honeywell 


19

Displacement Chart 


by Honeywell 

Garrett ® Turbocharger Displacement Chart 

Chart represents approximations. See your Garrett ® distributor for proper sizing. 


Honeywell


by Honeywell 

Turbochargers 

TURBOCHARGERS 

Proven performance 

The Garrett ® dual ball bearing cartridge has proven its worth in the highest level of motorsports where it has been the 

bearing system of choice in everything from the 24 Hours of Le Mans to drag racing. These premier racing customers 

demand no less than the best in durability, reliability, and power on demand. One key contributor to this performance lies in 

the ball bearing cartridge where it is, by design, surrounded by a thin film of oil. The oil film damps out destructive vibrations 

that would otherwise compromise turbo durability. 

A clear demonstration of the inherent superiority of the Garrett ® ball bearing design is in the launch of a turbocharged drag 

race car. The two-step rev limiters used to build boost on the line expose the turbo to the harshest imaginable conditions of 

pressure spikes and scorching temperatures. Where lesser turbos often fail catastrophically, Garrett ® ball bearing turbos 

regularly shrug off these brutal conditions time after time. In fact, many drag racers running Garrett ® ball bearing turbos 

have not needed to rebuild or replace their turbos for multiple seasons. Can you say that about your turbo? 

Combined with the aerodynamically advanced Garrett ® GT and all-new GTX wheel designs, Garrett ® ball bearing turbos 

provide improved drivability and power on demand. 

Garrett ® GT & GTX-Series Turbochargers - the standard by which all others are judged. 

Small Frame 

GT12 - GT15 - GT20 - GT22 

The fun starts here. A range of 

modern wastegated turbochargers 

ideally suited for small-displacement 

applications including motorcycles, 

snowmobiles and more. 

Medium Frame 

GT25 - GT28 - GT30 - GTX30- GT32 

- GT35 - GTX35 

A huge selection of journal bearing 

turbos, housing options, and our 

proven, patented ball-bearing turbos. 

Wastegated or free-floating; from 

the quick-spooling GT2560R to the 

competition-crushing GTX3582R, 

you’ll find your best options here 

whether you want 170 hp or 600 hp. 

Large Frame 

GT37 - GT40 - GT42 - GTX42 - GT45 

- GTX45 - GT47 - GT55 - GT60 

Best suited for large-displacement 

engines, drag racing vehicles, 

and other applications that require 

significant airflow. There are 

wastegated or free-floating units here, 

plus our exclusive large-frame 

ball-bearing CHRAs. 

Using the Garrett ® Turbo Catalog 

This catalog provides images and descriptions of a representative of each family in the Garrett ® lineup. Compressor maps 

are provided to assist in sizing your Garrett ® turbo to your engine and turbine maps are provided at www.TurboByGarrett. 

com. This guide also gives you the inlet and outlet geometry drawings for every turbo represented. Be aware that some 

turbo family members not appearing in this catalog may have different flanges. References to these drawings are found in 

the Flange Dimensions table on each page and are linked to the Sizes & Dimensions index beginning on page 47 by the 

numbering system of page number - drawing number. 

Ball Bearing ServiceProgram 

A great deal of pride is taken in the quality of Garrett ® turbochargers and they are tested extensively. However, sometimes 

the unthinkable happens and a turbo fails. There is now an option for the exchange of a failed or used Garrett ® 

CHRA on credit toward a new CHRA at an affordable price! 

The program requires you take the following steps: 

1. Make sure your unit is covered by the program by contacting a Garrett ® Performance Distributor. 

2. Send your damaged CHRA* to a Garrett ® Performance Distributor for inspection. 

3. Purchase a new CHRA at a discounted price! 

*At a minimum, the center housing must be re-usable to qualify for this program. The Garrett ® Performance Distributor will determine the condition upon 

receiving the CHRA and has final say in the applicability of a CHRA for this program. 

Visit www.TurboByGarrett.com to see the entire Garrett ® GT-Series and GTX-Series line of turbochargers 

and to get the latest turbo product, tutorials and racing updates. 

Honeywell 


21

GT1241 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

HORSEPOWER 50 - 130 

DISPLACEMENT 0.4L - 1.2L 

FLANGE INLET Inlet OUTLET Outlet 

Component Page Diagram Page Diagram 

Compressor 82 13 82 09 

Turbine 83 07 85 02 

Oil 84 10 84 10 

Water 86 12 86 12 

• Journal bearing, oil & water-cooled CHRA 

• Smallest Garrett ® turbocharger available 

• Excellent for motorcycles or other small 

displacement engines 

• Internally wastegated turbine housing, complete 

with actuator 

GT1241 COMPRESSOR TURBINE 

Turbo PN CHRA PN Ind Whl Dia Exd Whl Dia Trim A/R Whl Dia Trim A/R 

756068-1 757864-1 29.0mm 41.0mm 50 0.33 35.5mm 72 0.43 


Honeywell


by Honeywell 

GT1544 

• Journal bearing, oil-cooled CHRA 

• Internally wastegated turbine housing 

complete with actuator 

• Three bolt 34mm turbine inlet 



Compressor 82 12 See Note 

Turbine See Note 85 05 

Oil See Note 84 16 

Water - - - - 

GT1544 

COMPRESSOR 

TURBINE 


454082-2 433289-116 32.9mm 43.9mm 56 0.33 42.2mm 58 0.34 

454083-2 433289-50 32.9mm 43.9mm 56 0.33 42.2mm 58 0.35 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Dimension Note: 

Compressor Outlet: 454082-2: Page 82, Diagram 11 

454083-2: Page 82, Diagram 10 

Turbine Inlet: 454082-2: Page 83, Diagram 08 

454083-2: Page 83, Diagram 09 

Oil inlet: 

Both PN - M10x1.0 (F) or M14x1.5 (M) 

Honeywell 


23

GT1548 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 01 85 03 

Oil 84 11 84 15 

Water 86 13 86 13 

• Journal bearing, oil & water-cooled CHRA 


with actuator 

• Excellent for motorcycles and other small 

displacement engines 



466755-3 431876-93 37.2mm 48.0mm 60 0.48 41.2mm 72 0.35 


Honeywell


by Honeywell 

GT2052 


• Internally wastegated turbine housing, 


• Two orientations available 




Turbine 83 06 85 01 


Water - - - - 

GT2052 

COMPRESSOR 



727264-1 451298-43 37.6mm 52.2mm 52 0.51 47.0mm 72 0.50 

727264-2 451298-43 37.6mm 52.2mm 52 0.51 47.0mm 72 0.50 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 


Oil inlet: Both PN - M10x1.0 (F) or M10x1.0 (M) 

Honeywell 


25

GT2052 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 06 85 01 


Water - - - - 



with actuator 


GT2052 

COMPRESSOR 



727264-4 451298-45 36.8mm 52.0mm 50 0.51 47.0mm 72 0.50 

727264-5 451298-45 36.8mm 52.0mm 50 0.51 47.0mm 72 0.50 


Oil Inlet: Both PN - M10x1.0 (F) or M10x1.0 (M) 


Honeywell


by Honeywell 

GT2052 








Turbine 83 06 85 01 


Water - - - - 

GT2052 

COMPRESSOR 



727264-3 451298-44 36.1mm 52.2mm 48 0.51 47.0mm 72 0.50 

727264-7 451298-44 36.1mm 52.2mm 48 0.51 47.0mm 72 0.50 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



Honeywell 


27

GT2056 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 03 85 08 


Water - - - - 



with actuator 

GT2056 

COMPRESSOR 



751578-2 433289-234 41.5mm 56.0mm 55 0.53 47.0mm 72 0.46 




Honeywell


by Honeywell 

GT2252 




• Free float turbine housing (451503-1) 

option available 

• Extremely efficient turbo 




Turbine 83 01 85 10 


Water - - - - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



452187-6 451298-6 40.2mm 52.0mm 60 0.51 50.3mm 72 0.67 

TURBINE HOUSING OPTION OPTIONS 

PN 

A/R 

451503-1 0.56 



Honeywell 


29

GT2259 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 01 85 06 


Water - - - - 


• Free floating, non-wastegated turbine housing 

• Internally wastegated turbine housing available 

(PN 436313-6) 

• Extremely efficient turbo 

GT2259 

COMPRESSOR 



452214-3 451298-9 42.8mm 59.4mm 52 0.42 50.3mm 72 0.56 


PN 

A/R 

436313-6 0.67 




Honeywell


by Honeywell 

GT2554R 

• Dual ball bearing, oil & water-cooled CHRA 



• Smallest ball bearing turbocharger 

• Great size for applications with packaging 

constraints 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

GT2554R COMPRESSOR TURBINE 


471171-3 446179-24 42.1mm 54.3mm 60 0.80 53.0mm 62 0.64 

Honeywell 


31

GT2560R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 

Dual ball bearing, oil & water-cooled CHRA 

Internally wastegated turbine housing complete with 

actuator 

Turbine housing is cast from high-nickel “Ni-Resist” 

material (466541-4 only) 

Turbine wheel is cast from “Inconel” material for extreme 

applications (466541-4 only) 

OEM turbocharger on Nissan SR20DET engine 

Upgrade for GT2554R (471171-3), outline interchangeable 

• 

• 

• 

• 

except compressor inlet 

GT2560R 

COMPRESSOR 



466541-1 446179-12 46.5mm 60.1mm 60 0.60 53.0mm 62 0.64 

466541-4 446179-38 46.5mm 60.1mm 60 0.60 53.0mm 62 0.64 


Honeywell


by Honeywell 

GT2854R 


• Internally wastegated turbine housing, complete with 

actuator 

• Turbine housing is cast from high-nickel “Ni-Resist” 

material 

• Turbine wheel is cast from “Inconel” material for extreme 

applications 

• Similar to GT2554R (471171-3) except for slightly larger 

turbine wheel, different turbine housing and wheel 

materials 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



471171-9 446179-47 42.1mm 54.3mm 60 0.80 53.9mm 62 0.64 

Honeywell 


33

GT2859R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 02 85 09 

Oil 84 11 84 15 

Water 86 13 86 13 

• 

• 


Internally wastegated turbine housing; 780371-1 

complete with actuator, 707160-9 does NOT include 

actuator 

Turbine housing has a unique “compact” 5-bolt 

outlet that is not interchangeable with traditional 

T25 5-bolt outlets 

Turbine housing cast from high-nickel “Ni-Resist” 

material 

Turbine wheel is cast from “Inconel” material for 

extreme applications 

Bolt-on upgrade for Nissan RB26DETT 

• 

• 

• 

• 

GT2859R 

COMPRESSOR 



780371-1 446179-65 44.5mm 59.4mm 56 0.42 53.9mm 62 0.64 

707160-9 446179-65 44.5mm 59.4mm 56 0.42 53.9mm 62 0.64 


PN 

A/R 

430609-230* 0.64 

430609-231* 0.86 

* Note: allows turbo to be outline interchangeable with other turbos using the 

traditional 5-bolt turbine housing (Diagram 85-11) Housing fits over turbine 

wheel but actuator/wastegate fitment may need to be adjusted 


Honeywell


by Honeywell 

GT2860R 

• 

• 



actuator 

Turbine housing has a unique “compact” 5-bolt outlet 

that is not interchangeable with traditional T25 5-bolt 

outlets 


material 



Bolt-on turbo for Nissan RB26DETT 

• 

• 

• 

• 




Turbine 83 02 85 09 

Oil 84 11 84 15 

Water 86 13 86 13 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



707160-7 446179-54 44.6mm 60.1mm 55 0.42 53.9mm 62 0.64 

Honeywell 


35

GT2860R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 02 85 09 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 



actuator 

Turbine housing has a unique “compact” 5-bolt 

outlet that is not interchangeable with traditional 

T25 5-bolt outlets 

Bolt-on upgrade for Nissan RB26DETT 

Turbine housing cast from “Ni-Resist” 

Turbine wheel is cast from “Inconel” 

• 

• 

• 

• 

material for extreme applications 

GT2860R 

COMPRESSOR 



707160-5 446179-51 47.2mm 60.1mm 62 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-230* 0.64 

430609-231* 0.86 


traditional 5-bolt turbine housing (Diagram 85-11). Housing fits over turbine 

wheel but actuator/wastegate fitment may need to be adjusted 


Honeywell


by Honeywell 

GT2860R 

• 

• 


Internally wastegated turbine housing complete 

with actuator 

Upgrade turbocharger for GT2554R (471171-3) 

and GT2854R (471171-9) 

Essentially, a GT2860RS Disco Potato turbo with 

a GT2560R compressor housing 


• 

• 

• 





Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



739548-9 446179-66 47.2mm 60.1mm 62 0.60 53.9mm 76 0.86 


PN 

A/R 

430609-230 0.64 

430609-231 0.86 

Honeywell 


37

GT2860RS 

The “Disco Potato” 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 


by Honeywell 



with actuator 

Upgrade turbocharger for GT2554R (471171-3) and 

GT2560R (466541-1); turbine housing flanges are 

outline interchangeable 



“Disco Potato” refers to the Nissan Sentra (potatoshaped 

body) with psychadelic color-change 

paint (disco) that was fitted with one of the first 

GT2860RS’ in a project car build. The name stuck. 

• 

• 

• 

GT2860RS COMPRESSOR 



739548-1 446179-66 47.2mm 60.1mm 62 0.60 53.9mm 76 0.86 

739548-5 446179-66 47.2mm 60.1mm 62 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-230 0.64 

430609-231 0.86 


Honeywell


by Honeywell 

GT2871R 

• 

• 



complete with adjustable actuator, 472560-15 does 

NOT include actuator 

Provides better boost response than turbochargers 

743347-1 & 743347-2 

Direct replacement upgrade for GT2560R 

(466541-1 & 4) used on Nissan SR20DET engine 

Turbine housing cast from “Ni-Resist” material 



• 

• 

• 

• 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

GT2871R 

COMPRESSOR 



472560-15 446179-67 51.2mm 71.0mm 52 0.60 53.9mm 76 0.64 

771847-1 446179-67 51.2mm 71.0mm 52 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-231 0.86 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


39

GT2871R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 02 85 09 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 


Internally wastegated turbine housing, complete 

with actuator 


includes actuator, 707160-10 does NOT include 

actuator 


material 



• 

• 

• 

GT2871R 

COMPRESSOR 



780371-2 446179-67 51.2mm 71.0mm 52 0.60 53.9mm 76 0.64 

707160-10 446179-67 51.2mm 71.0mm 52 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-230* 0.64 

430609-231* 0.86 


traditional 5-bolt turbine housing. Housing fits over turbine wheel but actuator/wastegate 

fitment may need to be adjusted 


Honeywell


by Honeywell 

GT2871R 

• 

• 

• 

• 



with actuator 

Upgrade turbocharger for GT2860RS (739548-1) 

743347-1 features a high boost actuator 

adjustable down to 12 psi 

743347-3 features a low boost actuator 




• 

• 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

GT2871R 

COMPRESSOR 



743347-1 446179-31 49.2mm 71.0mm 48 0.60 53.9mm 76 0.86 

743347-3 446179-31 49.2mm 71.0mm 48 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-230 0.64 

430609-231 0.86 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


41

GT2871R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 


Internally wastegated turbine housing, complete 

with actuator 

Direct bolt-on upgrade turbocharger for 

GT2860RS (PN 739548-1) 

743347-2 features a high boost actuator 


743347-4 features a low boost actuator adjustable 

down to 6 psi 



• 

• 

• 

• 

GT2871R 

COMPRESSOR 



743347-2 446179-32 53.1mm 71.0mm 56 0.60 53.9mm 76 0.86 

743347-4 446179-32 53.1mm 71.0mm 56 0.60 53.9mm 76 0.64 


PN 

A/R 

430609-230 0.64 

430609-231 0.86 


Honeywell


by Honeywell 

GT2876R 


• Internally wastegated turbine housing, actuator 

NOT included 

• Turbine wheel is cast from “Inconel” material 

for extreme applications 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

GT2876R 

COMPRESSOR 



705330-1 446179-18 52.8mm 76.1mm 48 0.70 53.9mm 76 0.64 

705330-2 446179-18 52.8mm 76.1mm 48 0.70 53.9mm 76 0.86 


PN 

A/R 

430609-230 0.64 

430609-231 0.86 

Honeywell 


43

GT3071R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 





Compressor See Note 82 17 

Turbine See Note See Note 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 

• 


Compressor and turbine housings sold separately 

Customizable with compressor and free float turbine 

housing kits 

Unit is interchangeable on turbine side with 

GT3076R 



• 

• 

GT3071R 

COMPRESSOR 



- 700177-23 53.1mm 71.0mm 56 - 60.0mm 84 - 

COMPRESSOR OPTION HOUSING OPTIONS 

PN Inlet Dia Outlet Dia A/R 

756021-1 2.75” Hose 2.00” Hose 0.50 

756021-2 4.00” Hose 2.00” Hose 0.50 

TURBINE OPTION HOUSING OPTIONS 

PN A/R Inlet Outlet 

740902-1* 1.06 T3 4 Bolt 

740902-2* 0.82 T3 4 Bolt 

740902-3* 0.63 T3 4 Bolt 

740902-7 + 1.06 T3 V Band 

740902-8 + 0.82 T3 V Band 

740902-9 + 0.63 T3 V Band 

740902-13^ 1.06 T4 V Band 

740902-14^ 0.82 T4 V Band 

740902-15^ 0.63 T4 V Band 

Dimension Note: Turbine Housing Options 

* Note: Inlet flange: 83-04; Outlet flange: 85-07 

+ Note: Inlet flange: 83-04; Outlet flange: 86-13 

^ Note: Inlet flange: 83-10; Outlet flange: 86-13 


Honeywell


by Honeywell 

GT3071R 

• 

• 


Internally wastegated turbine housing, actuator 

NOT included 

Wastegated version of the GT3071R uses 

specifically-modified GT30 turbine wheels for 

use in the T25-style turbine housing 

Turbine housing flanges are outline 

interchangeable with GT2554R (471171-3), 

GT2560R (466541-1) & GT2860RS (739548-1) 

Turbine wheel is cast from “Inconel” material 


• 

• 

• 




Turbine 83 01 85 11 

Oil 84 11 84 18 

Water 86 13 86 13 

GT3071R 

COMPRESSOR 



700382-3 700177-3 53.1mm 71.0mm 56 0.50 56.5mm 84 0.64 

700382-20 700177-4 53.1mm 71.0mm 56 0.50 56.5mm 90 0.86 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

COMPRESSOR HOUSING OPTIONS 

PN Inlet Dia Outlet Dia A/R 

756021-1* 2.75” Hose 2.00” Hose 0.50 

756021-2+ 4.00” Hose 2.00” Hose 0.50 

*Note: allows 700382-20 to use 2.75” hose inlet instead of 4.00” 

+Note: allows 700382-3 to use 4.00” hose inlet instead of 2.75” 

Dimension Note: Compressor Inlet 

700382-3: flange 82-26 ; 756021-1: flange 82-26 

700382-20: flange 82-34; 756021-2: flange 82-34 

Honeywell 


45

GTX3071R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 







Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 

• 

• 

• 

• 

Forged, fully-machined compressor wheel 

featuring next generation aerodynamics 


Free float, non-wastegated turbine housing 

Ported shroud compressor housing to increase 

surge resistance 

Outline interchageable with GT3071R 

GTX3071R is sold without turbine housing, 

includes CHRA & compressor housing. Turbine 

housing kits are available 

GTX3071R COMPRESSOR 



803712-1 700177-46 54.1mm 71.4mm 58 0.60 60.0mm 84 - 

GTX 







740902-1* 1.06 T3 4 Bolt 

740902-2* 0.82 T3 4 Bolt 

740902-3* 0.63 T3 4 Bolt 

740902-7 + 1.06 T3 V Band 

740902-8 + 0.82 T3 V Band 

740902-9 + 0.63 T3 V Band 

740902-13^ 1.06 T4 V Band 

740902-14^ 0.82 T4 V Band 

740902-15^ 0.63 T4 V Band 


Honeywell


by Honeywell 

GT3076R 

• 

• 


Upgrade turbocharger for the free float GT3071R; 

turbine housing flanges are interchangeable 

Packaged as a CHRA and compressor housing 

without a turbine housing (must be purchased 

separately) 

Each turbine housing kit includes turbine housing, 

clamps, bolts and turbine inlet gasket 



• 

• 

• 





Oil 84 11 84 18 

Water 86 13 86 13 

GT3076R 

COMPRESSOR 



700382-12 700177-7 57.0mm 76.2mm 56 0.60 60.0mm 84 - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 







740902-1* 1.06 T3 4 Bolt 

740902-2* 0.82 T3 4 Bolt 

740902-3* 0.63 T3 4 Bolt 

740902-7 + 1.06 T3 V Band 

740902-8 + 0.82 T3 V Band 

740902-9 + 0.63 T3 V Band 

740902-13^ 1.06 T4 V Band 

740902-14^ 0.82 T4 V Band 

740902-15^ 0.63 T4 V Band 

Honeywell 


47

GTX3076R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 







Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 

• 

• 

• 

• 














803713-1 700177-42 58.0mm 76.6mm 58 0.60 60.0mm 84 - 

GTX 







740902-1* 1.06 T3 4 Bolt 

740902-2* 0.82 T3 4 Bolt 

740902-3* 0.63 T3 4 Bolt 

740902-7 + 1.06 T3 V Band 

740902-8 + 0.82 T3 V Band 

740902-9 + 0.63 T3 V Band 

740902-13^ 1.06 T4 V Band 

740902-14^ 0.82 T4 V Band 

740902-15^ 0.63 T4 V Band 


Honeywell


by Honeywell 

GT3271 


• Internally wastegated turbine housing complete 

with actuator 

• Wastegated and free float turbine housing 

options available 




Turbine 84 01 86 01 

Oil 84 13 84 08 

Water - - - - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

GT3271R 

COMPRESSOR 



452203-1 436058-3 51.2mm 71.0mm 52 0.50 64.0mm 73 0.78 


PN 

A/R 

451225-26* 0.78 

435066-32+ 0.69 

* Note: Free float turbine housing option 

+Note: Wastegated turbine housing option 

Honeywell 


49

GT3582R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 04 85 07 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 


Turbine housing is cast from high-nickel “Ni- 

Resist” material for extreme applications 

Turbine wheel is cast from “inconel” material for 


Works well in twin-turbo applications for large 

V8 engines 

• 

• 

GT3582R 

COMPRESSOR 



714568-1 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 1.06 

714568-2 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.82 

714568-3 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.63 



740902-10 + 1.06 T3 V Band 

740902-11 + 0.82 T3 V Band 

740902-12 + 0.63 T3 V Band 

740902-16^ 1.06 T4 V Band 

740902-17^ 0.82 T4 V Band 

740902-18^ 0.63 T4 V Band 





Honeywell


by Honeywell 

GT3582R 

• 

• 


Ported shroud compressor housing to 

increase surge resistance 

Turbine housing is cast from high-nickel “Ni- 

Resist” material for extreme applications 

Turbine wheel is cast from “inconel” material 



V8 engines 

• 

• 

• 




Turbine 83 04 86 13 

Oil 84 11 84 18 

Water 86 13 86 13 

GT3582R 

COMPRESSOR 



714568-7 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 1.06 

714568-8 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.82 

714568-9 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.63 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



740902-4* 1.06 T3 4 Bolt 

740902-5* 0.82 T3 4 Bolt 

740902-6* 0.63 T3 4 Bolt 

740902-16^ 1.06 T4 V Band 

740902-17^ 0.82 T4 V Band 

740902-18^ 0.63 T4 V Band 




Honeywell 


51

GT3582R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 10 86 13 

Oil 84 11 84 18 

Water 86 13 86 13 

• 

• 




Turbine wheel is cast from “inconel” material for 



V8 engines 

• 

• 

GT3582R 

COMPRESSOR 



714568-10 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 1.06 

714568-11 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.82 

714568-12 706451-5 61.4mm 82.0mm 56 0.70 68.0mm 84 0.63 



740902-4* 1.06 T3 4 Bolt 

740902-5* 0.82 T3 4 Bolt 

740902-6* 0.63 T3 4 Bolt 

740902-16 + 1.06 T3 V Band 

740902-17 + 0.82 T3 V Band 

740902-18 + 0.63 T3 V Band 





Honeywell


by Honeywell 

GTX3582R 

• 

• 

• 

• 

• 

• 















Oil 84 11 84 18 

Water 86 13 86 13 




803715-1 706451-34 62.5mm 82.5mm 58 0.70 68.0mm 84 - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






PN 

A/R 

740902-4* 1.06 

740902-5* 0.82 

740902-6* 0.63 

740902-10 + 1.06 

740902-11 + 0.82 

740902-12 + 0.63 

740902-16^ 1.06 

740902-17^ 0.82 

740902-18^ 0.63 

GTX 

Honeywell 


53

GT3776 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 01 85 04 

Oil 84 19 84 08 

Water - - - - 

• 

• 

• 

Journal bearing, oil-cooled CHRA 


Extremely efficient turbo 

GT3776 

COMPRESSOR 



452159-1 436085-1 55.0mm 76.2mm 52 0.54 72.5mm 84 1.12 


Honeywell


by Honeywell 

GT3782 

• 

• 


Free float, non-wastegated turbine 

housing 




Turbine 84 01 85 04 

Oil 84 19 84 08 

Water - - - - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

GT3782 

COMPRESSOR 



452159-3 436085-5 59.1mm 82.0mm 52 0.54 72.5mm 84 1.12 

Honeywell 


55

GT3788R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 03 86 04 

Oil 84 13 84 08 

Water 86 14 86 14 

• 

• 

• 





GT3788R 

COMPRESSOR 



772719-1 751451-12 63.5mm 88.0mm 52 0.72 72.5mm 78 0.89 

772719-2 751451-12 63.5mm 88.0mm 52 0.72 72.5mm 78 0.99 

772719-3 751451-12 63.5mm 88.0mm 52 0.72 72.5mm 78 1.11 


Honeywell


by Honeywell 

GT4088R 

• Dual ball bearing, oil & water-cooled 

CHRA 

• Free float, non-wastegated turbine 

housing 

• Ported shroud compressor housing to 





Turbine 84 03 86 04 

Oil 84 13 84 08 

Water 86 14 86 14 

GT4088R 

COMPRESSOR 



751470-1 751450-9 63.5mm 88.0mm 52 0.72 77.0mm 78 0.85 

751470-2 751450-9 63.5mm 88.0mm 52 0.72 77.0mm 78 0.95 

751470-3 751450-9 63.5mm 88.0mm 52 0.72 77.0mm 78 1.06 

751470-4 751450-9 63.5mm 88.0mm 52 0.72 77.0mm 78 1.19 


PN 

A/R 

448375-18 0.85 

448375-19 0.95 

448375-20 1.06 

448375-21 1.19 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


57

GT4088 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 04 86 03 

Oil 84 13 84 08 

Water - - - - 

• 

• 

• 





GT4088 

COMPRESSOR 



703457-2 449739-34 64.7mm 88.0mm 54 0.72 77.6mm 83 1.34 


PN 

A/R 

434309-88 1.19 


Honeywell


by Honeywell 

GT4094R 

• 

• 

• 

• 

• 



Ideal for applications that cannot accomodate the 

GT4294R but need more flow than the GT4088R 

Outline interchangeable with the GT4088R 






Turbine 84 03 86 04 

Oil 84 13 84 08 

Water 86 14 86 14 

GT4094R 

COMPRESSOR 



751470-19 751450-16 67.8mm 94.0mm 52 0.72 77.0mm 78 0.85 

751470-20 751450-16 67.8mm 94.0mm 52 0.72 77.0mm 78 0.95 

751470-21 751450-16 67.8mm 94.0mm 52 0.72 77.0mm 78 1.06 

751470-22 751450-16 67.8mm 94.0mm 52 0.72 77.0mm 78 1.19 


PN 

A/R 

448375-18 0.85 

448375-19 0.95 

448375-20 1.06 

448375-21 1.19 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


59

GT4294 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 05 86 05 

Oil 84 22 84 08 

Water - - - - 

• 

• 

• 



Optional turbine housings with T4 or diesel 

turbine inlet flange 



• 

GT4294 

COMPRESSOR 



731376-1 712402-7 70.3mm 94.0mm 56 0.60 82.0mm 84 1.15 


PN 

*Note: inlet flange: Page - 84 Diagram - 03 

+ Note: inlet flange: Page - 84 Diagram - 05 

A/R 

757707-1* 1.01 

757707-2* 1.15 

757707-3* 1.28 

757707-4* 1.44 

757707-10+ 1.01 

757707-9+ 1.15 


Honeywell


by Honeywell 

GT4294R 

• 

• 

• 








Turbine 84 03 86 06 

Oil 84 17 84 08 

Water 86 14 86 14 

GT4294R 

COMPRESSOR 



774595-1 451888-9 70.3mm 94.0mm 56 0.60 82.0mm 84 1.01 

774595-2 451888-9 70.3mm 94.0mm 56 0.60 82.0mm 84 1.15 

774595-3 451888-9 70.3mm 94.0mm 56 0.60 82.0mm 84 1.28 

774595-4 451888-9 70.3mm 94.0mm 56 0.60 82.0mm 84 1.44 


PN 

A/R 

757707-10* 1.01 

757707-9* 1.15 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 


Honeywell 


61

GTX4294R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



GTX 





Oil 84 17 84 08 

Water 86 14 86 14 

• 

• 

• 

• 





Optional turbine housings with T4 or diesel turbine 

inlet flange 



Outline interchageable with ball bearing GT4294R 




• 

• 

• 




800269-1 451888-43 70.3mm 94.0mm 56 0.60 82.0mm 84 - 


PN A/R Type 

757707-1* 1.01 Free Float 

757707-2* 1.15 

757707-3* 1.28 

757707-4* 1.44 

757707-10 + 1.01 

757707-9 + 1.15 


+ Note: inlet flange: Page - 84 Diagram - 05 


Honeywell


by Honeywell 

GT4202 

• 

• 

• 







• 




Turbine 84 03 86 06 

Oil 84 17 84 08 

Water - - - - 

GT4202 

COMPRESSOR 



731376-2 712402-8 74.3mm 102.3mm 53 0.60 82.0mm 84 1.15 


PN 

A/R 

757707-1* 1.01 

757707-3* 1.28 

757707-4* 1.44 

757707-10+ 1.01 

757707-9+ 1.15 

* Note: inlet flange: Page - 84 Diagram - 03 

+Note: inlet flange: Page - 84 Diagram - 05 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


63

GT4202R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 03 86 06 

Oil 84 17 84 08 

Water 86 14 86 14 

• 

• 

• 



Ported shroud compressor housing to reduce 

the occurance of surge 

Outline interchangeable with the GTX4202R 

and the journal bearing GT4202 (with the 

exception of water cooling) 

• 

GT4202R 

COMPRESSOR 



774595-5 451888-11 74.7mm 102.3mm 53 0.60 82.0mm 84 1.01 

774595-6 451888-11 74.7mm 102.3mm 53 0.60 82.0mm 84 1.15 

774595-7 451888-11 74.7mm 102.3mm 53 0.60 82.0mm 84 1.28 

774595-8 451888-11 74.7mm 102.3mm 53 0.60 82.0mm 84 1.44 


PN 

A/R 

757707-10* 1.01 

757707-9* 1.15 



Honeywell


by Honeywell 

GTX4202R 

• 

• 

• 

• 

Forged, fully-machined compressor wheel featuring 

next generation aerodynamics 



Optional turbine housings with T4 or diesel turbine inlet 

flange 

Ported shroud compressor housing to increase surge 

resistance 

Outline interchageable with the ball bearing GT4202R 

GTX4202R is sold without turbine housing, includes 

CHRA & compressor housing. Turbine housing kits 

are available 

• 

• 

• 





Oil 84 17 84 08 

Water 86 14 86 14 




800269-2 451888-44 75.8mm 102.3mm 55 0.60 82.0mm 84 - 



GTX 


+ OPTION 

Note: inlet flange: Page - 84 Diagram - 05 

TURBINE HOUSING OPTIONS 

PN A/R Type 

757707-1* 1.01 Free Float 

757707-2* 1.15 

757707-3* 1.28 

757707-4* 1.44 

757707-10 + 1.01 

757707-9 + 1.15 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 

Honeywell 


65

GT4508R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 84 03 86 06 

Oil 84 17 84 08 

Water 86 14 86 14 

• 

• 

• 







• 

GT4508R 

COMPRESSOR 



774596-1 451888-28 79.8mm 108.0mm 55 0.69 87.0mm 85 1.01 

774596-2 451888-28 79.8mm 108.0mm 55 0.69 87.0mm 85 1.15 

774596-3 451888-28 79.8mm 108.0mm 55 0.69 87.0mm 85 1.28 

774596-4 451888-28 79.8mm 108.0mm 55 0.69 87.0mm 85 1.44 


PN 

A/R 

757707-5 1.01 

757707-6 1.15 

757707-7 1.28 

757707-8 1.44 


Honeywell


by Honeywell 

GTX4508R 

• 

• 

• 

• 

Forged, fully-machined compressor wheel featuring 

next generation aerodynamics 





Outline interchageable with the ball bearing 

GT4508R 




• 

• 





Oil 84 17 84 08 

Water 86 14 86 14 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 




800270-1 451888-45 79.8mm 108.0mm 55 0.69 87.0mm 85 - 


PN 

A/R 

757707-5 1.01 

757707-6 1.15 

757707-7 1.28 

757707-8 1.44 

GTX 

Honeywell 


67

GT4708 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 05 86 10 

Oil 84 14 84 09 

Water - - - - 

• 

• 

• 





Outline interchangeable with the ball bearing 

GT4708R 

• 

GT4708 

COMPRESSOR 



763740-3 767564-1 79.8mm 108.0mm 55 0.69 92.7mm 82 0.96 

763740-4 767564-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.08 

763740-5 767564-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.23 

763740-6 767564-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.39 


PN 

A/R 

761208-9 0.96 

761208-10 1.08 

761208-11 1.23 

761208-12 1.39 


Honeywell


by Honeywell 

GT4708R 

• 

• 

• 

Dual ball bearing, oil-cooled CHRA 




Outline interchageable with the journal 

bearing GT4708 

• 




Turbine 83 05 86 10 

Oil 84 12 84 08 

Water - - - - 

GT4708R 

COMPRESSOR 



769112-1 769210-1 79.8mm 108.0mm 55 0.69 92.7mm 82 0.96 

769112-2 769210-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.08 

769112-3 769210-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.23 

769112-4 769210-1 79.8mm 108.0mm 55 0.69 92.7mm 82 1.39 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 


PN 

A/R 

761208-9 0.96 

761208-10 1.08 

761208-11 1.23 

761208-12 1.39 

Honeywell 


69

GT4718 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 05 86 10 

Oil 84 14 84 09 

Water - - - - 

• 

• 

• 





Outline interchangeable with the ball bearing 

GT4718R 

• 

GT4718 

COMPRESSOR 



763740-7 767564-2 87.8mm 117.6mm 56 0.69 92.7mm 82 0.96 

763740-8 767564-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.08 

763740-9 767564-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.23 

763740-10 767564-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.39 


PN 

A/R 

761208-9 0.96 

761208-10 1.08 

761208-11 1.23 

761208-12 1.39 


Honeywell


by Honeywell 

GT4718R 

• 

• 

• 





Outline interchageable with the journal 

bearing GT4718 

• 




Turbine 83 05 86 10 

Oil 84 12 84 08 

Water - - - - 

GT4718R 

COMPRESSOR 



769112-5 769210-2 87.8mm 117.6mm 56 0.69 92.7mm 82 0.96 

769112-6 769210-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.08 

769112-7 769210-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.23 

769112-8 769210-2 87.8mm 117.6mm 56 0.69 92.7mm 82 1.39 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 


PN 

A/R 

761208-9 0.96 

761208-10 1.08 

761208-11 1.23 

761208-12 1.39 

Honeywell 


71

GT5533R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 05 86 10 

Oil 84 20 84 21 

Water - - - - 

• 

• 

• 







769115-2 769210-3 91.2mm 133.3mm 47 0.69 111.5mm 84 1.00 


Honeywell


by Honeywell 

GT5533R 

• 

• 

• 








Turbine 83 05 86 10 

Oil 84 20 84 21 

Water - - - - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



769115-7 769210-5 93.8mm 133.3mm 49.5 0.81 111.5mm 84 1.00 

Honeywell 


73

GT5541R 


by Honeywell 

2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 






Turbine 83 05 86 10 

Oil 84 20 84 21 

Water - - - - 

• 

• 

• 



Turbine wheel cast from “Inconel” material 


Largest Garrett ® ball bearing turbo 

available 

Compressor wheel is machined from billet 

aluminum 



• 

• 

• 



777210-12 769210-7 105.8mm 141.0mm 56 0.81 111.5mm 84 1.00 


Honeywell


by Honeywell 

GT6041R 

• 

• 


Free float, non-wastegated turbine 

housing 

Largest Garrett ® turbocharger 

available 

• 




Turbine 83 05 86 09 

Oil 84 14 84 09 

Water - - - - 



2000 

1900 

1800 

1700 

1600 

1500 

1400 

1300 

1200 

1100 

1000 

900 

800 

700 

600 

500 

400 

300 

200 

100 

0 



731377-2 730496-1 105.7mm 141.2mm 56 1.05 129.5mm 84 1.25 

Honeywell 


75

Ball Bearing T-Series 


by Honeywell 

T-Series Ball Bearing Replacements 

Garrett ® , having created the original T3/T4 turbocharger, 

has introduced center housing upgrades for many existing 

T-Series turbochargers. Now you can keep your current 

turbo setup as well as your compressor and turbine 

housings while gaining the peace of mind that comes 

with every patented Garrett ® dual ball bearing unit. 

• Ball bearing CHRA upgrade 

• Reduced spool-up time, reduced lag 

• Direct drop-in replacement for T3/T4 turbochargers 

• Keep your current compressor and turbine housings 

• Keep your current intercooler, piping and downpipe 

T-SERIES UPGRADES COMPRESSOR TURBINE 

Turbo 

CHRA Upgrade for 

(Ball Bearing) CHRA 

Exd Whl Dia Trim Whl Dia Trim 

T04BR 757197-1 408105-388 76.1mm 60 74.2mm 76 

T04ZR 740759-2 - 84.0mm 63 74.2mm 76 

T3/T4R 757197-2 445074-32 75.0mm 57 65.0mm 76 

T3/T4R 757197-3 445074-33 75.0mm 60 65.0mm 76 

T3/T4R 757197-4 447450-59 76.0mm 50 65.0mm 76 

T3/T4R 757197-5 715582-2 76.1mm 60 65.0mm 76 

T350R 757197-7 - 76.1mm 60 71.0mm 76 

• Quality - Using the same OE-based testing that is used 

for the world renowned GT series of turbos, the T3/T4, 

T04B and T04Z center housing upgrades are rigorously 

beaten to ensure that they can wear the Garrett ® badge. 

• Dependability - The center housing is a true Garrett ® 

dual ball bearing cartridge. This means reduced turbo 

spool up time and greater pressure handling while using 

less oil. This all equals a better driving experience. 

• Easy Installation - All those hours you put into planning, 

installing, tuning and honing your turbo setup won’t have 

to be doubled with a completely new turbo. In fact, the 

installation is as easy as removing your old journal or 

hybrid-bearing center housing and replacing it with a true 

Garrett ® dual ball bearing cartridge. Place your current 

compressor and turbine housings on, put it back into 

your engine bay and hook up the water line (oil lines may 

differ). 

You may use your housings even if you have 

another manufacturer’s turbo! 

• Proven Reliability - With thousands of passes in the 

professional drag race books, Garrett ® turbos have built 

a reputation as the one turbo that lasts. One NHRA Sport 

Compact professional racer, using a competitor’s product, 

went through 16 units in one season. He’s now switched 

to Garrett ® and is confident that the patented dual ball 

bearing cartridge can be counted on for every pass. 

See an authorized Garrett ® Distributor for T-Series turbos and ancilliary parts 


Honeywell


by Honeywell 

Mitsubishi Evo X 

The Garrett Mitsubishi Evolution X Turbocharger Kit 

is a direct drop-in upgrade for the stock unit. The 

kit features your choice of a Garrett ® GT3071R or 

Garrett ® GT3076R turbocharger with divided turbine 

housing and ported shroud compressor housing 

specially designed to directly fit the Evolution X’s stock 

divided manifold, exhaust heat shield and exhaust 

placement. 

The advantages to the Garrett ® Evolution X Turbo Kit are: 

• A patented Garrett ® dual ball bearing cartridge for 

unbeatable response, efficiency and durability. Elimination 

of the thrust bearing eliminates failures at elevated boost levels 

• Larger than stock turbine housing for enhanced 

flow and reduced back pressure 

• Larger than stock compressor housing and 

compressor wheel for more power capability 

• Retains the twin scroll design and mounting 

flange for quick spool and transient response 

• Ni-Resist turbine housing for extreme conditions 

• Direct drop-in upgrade for easy installation 

• Will fit stock or aftermarket upgrade wastegate 

actuator 

• Fits all aftermarket components designed for use 

with the stock turbo 

GT3071R GT3076R 

Horsepower (Stock 291) 475 525 

Compressor Wheel Inducer 53.1mm 57.0mm 

Compressor Wheel Exducer 71.0mm 76.2mm 

Compressor Wheel Trim 56 56 

Compressor Housing A/R 0.60 0.60 

Turbine Wheel Diameter 60.0mm 60.0mm 

TURBO PN TURBO TURBINE A/R 

788550-1 GT3071R 0.73 

788550-2 GT3076R 0.94 

788550-3 GT3071R 0.94 

788550-4 GT3076R 0.73 

Power figures are estimates based on air flow capabilities of the 

individual turbochargers and are not a guarantee. Results will 

vary. 

Honeywell 


77

GM Duramax 

Chevrolet & GMC Duramax (2001-2004) 

Silverado, Sierra with LB7 engine 

This is a complete drop-in performance upgrade 

turbocharger kit that provides extra flow, efficiency and 

durability, delivering the boost you need. 

• 

Advanced GT-series wheel designs 

that ensure top performance, 

lower back pressure 

and reduced intake 

and exhaust gas 

temperatures. 

Patented Garrett ® 

dual ball-bearing 

cartridge that offers 

unbeatable low 

drag response and 

the durability required at elevated boost levels. 

Capable of an additional 370+ HP increase over stock 

Part Number 766172-1 

• 

• 

• 

The PowerMax TM Duramax Turbo Kit includes: 

• Garrett ® GT3788R Turbocharger 

• Turbine inlet adapter 

• High flow downpipe 

• Oil inlet fitting with restrictor 

• Gaskets, O-rings and fasteners 

• Installation instructions 

Performance 

Stock 

PowerMax* 

0-60 MPH Horsepower Torque 

7.6 seconds 

6.8 seconds 

279 

440 

560 

808 

* actual results 

with performance 

chip and exhaust 


by Honeywell 

Chevrolet & GMC Duramax (2004.5-2011) 

Silverado, Sierra (LLY, LBZ, LMM, LML, LGH) 




• Advanced GT-series wheel designs that ensure top 

performance, lower 

back pressure and 

reduced intake 

and exhaust gas 

temperatures. 

• Featuring the 

Garrett ® patented 

Advanced Variable 

Nozzle Turbine 

(AVNT TM ) design for 

increased compressor 

flow and turbine flow 

• Utilizes nine movable vanes 

which significantly increase turbine efficiency and 

improve engine performance from idle launch through 

peak torque 

• Patented integral electro-hydraulic actuation and 

proportional solenoid for infinitely variable control 

• Provides up to an estimated 500 or 575 HP with no 

sacrifice to drivability 

• Suitable as a performance upgrade or replacement for 

original equipment 

• Outline interchangeable for a perfect fit every time 

The PowerMax TM Duramax Turbo Kit includes: 

Stage 1 (500 HP): Stage 2 (575 HP): 

• Garrett ® AVNT TM GT3794VA • Garrett ® AVNT TM GT4094VA 

Turbocharger (773540-1) Turbocharger (773542-1) 

• Adapter cable 

• Adapter cable 

• Installation instructions • Installation instructions 


Honeywell


by Honeywell 

Ford Power Stroke 

7.3L Powerstroke (1999.5-2003) 6.0L Powerstroke (2003, 2004 - 2007) 

With this turbo kit, you will experience Garrett ® GT dual 

ball bearing technology working to give you unbelievable 

power pushing your truck to the limits 

• A patented 

Garrett ® dual ball 

bearing cartridge 

for unbeatable 

response, efficiency 

and durability. 

Elimination of 

the thrust bearing 

eliminates failures at 

elevated boost levels 

• The 88mm GT compressor wheel 

provides 33% more flow than the stock 80mm wheel. 

Ported shroud housing improves compressor flow range 

for surge control and increased choke flow 

• 1.00 A/R turbine housing for free flowing exhaust with 

reduced back pressure and up to 200° reduction in 

exhaust gas temperature 

• Maximum recommended boost level is 40 psig 

• Part Number 739619-4 

The PowerMax TM 7.3L Ford Powerstroke 

Turbo Kit includes: 

• Garrett ® GTP38R Turbocharger 

• 4-inch inlet hose 

• Band clamp 

• Oil seal rings 


Performance 

Stock 

PowerMax 

0-60 MPH Horsepower Torque 

11.0 seconds 

7.9 seconds 

208 

280 

410 

550 

* actual results 

with performance 

chip and exhaust 




• Features the Garrett ® patented Advanced Variable 

Nozzle Turbine (AVNT TM ) 

design for increased 

compressor flow and 

boost response 

• Utilizes nine movabe 

vanes which 

significantly increase 

turbine efficiency 

and improve engine 

performance from idle 

launch through peak torque 

• Patented integral electro-hydraulic actuation and 

proportional solenoid for infinitely variable control 

• Larger compressor wheel over stock increases maximum 

power range while keeping turbo speeds down for the 

same power output 

• Supports up to an additional 175 HP over stock with no 

sacrifice to driveability 

• Suitable as a performance upgrade or replacement for 

original equipment 

• Outline interchangeable for a perfect fit each and every 

time 

The PowerMax TM 6.0L Ford Powerstroke 

Turbo Kit includes: 

• Garrett ® GT3788VA Turbocharger 

(2003: PN 777469-1, 2004-2007: PN 772441-1) 


Honeywell 


79

Dodge Ram 

5.9L Cummins (1994-2002) - 2500 & 3500 

This turbo kit features the exclusive Garrett ® dual ball 

bearing cartridge, GT wheel aerodynamics and a watercooled 

center housing 

• Stage 1 - GT3782R (759361-1) 

• Featuring an 82mm, 50 

trim compressor wheel 

that can produce an 

increase of 170+HP 

over stock 

• Stage 2 - GT3782R 

(759361-2) 

• Featuring a higher 

flowing 82mm, 56 trim 

compressor wheel that 

can produce an increase of 

270+HP over stock 

• Stage 3 - GT3788R (759361-3) 

• Featuring a super high-flowing 88mm, 52 trim 

compressor wheel and larger turbine housing A/R that 

can produce an additional 370+HP over stock 

The PowerMax TM Cummins Turbo Kit includes: 

• Stage 1, 2 or 3 Turbocharger 

• Oil inlet fitting kit with restrictor 

• Water line kit 

• Turbine inlet bolts 

• Gasket kit 

• Turbine outlet adapter kit 

• Compressor housing clamp 


Performance 

Stock 

Stage 1* 

Stage 2* 

Stage 3* 

Turbo Horsepower Torque 

Stock 

GT3782R 

GT3782R 

GT3788R 

180 

350 

450 

550 

* Model Year 2002 vehicle with performance chip and exhaust 

382 

600 

1000 

1100 


by Honeywell 

5.9L Cummins (2002.5-2007) - 2500 & 3500 

This turbo kit features the exclusive Garrett ® dual ball 

bearing cartridge, GT wheel aerodynamics and a watercooled 

center housing 

• Stage 1 - GT3782R (759361-10) 

• Featuring an 82mm, 50 

trim compressor wheel 

that increases surge 

margin; ideal for 

towing 

• Stage 2 - GT3782R 

(759361-11) 

• Featuring a 

higher flowing 

82mm, 56 trim 

compressor 

wheel 

• Stage 3 - GT3788R (759361-12) 

• Featuring a super high-flowing 88mm, 52 trim 

compressor wheel, larger turbine housing A/R, 

increased turbine flow over Stages 1 and 2. 

The PowerMax TM Cummins Turbo Kit includes: 

• Stage 1, 2 or 3 Turbocharger 

• Oil inlet fitting kit with restrictor 

• Water line kit 

• Turbine inlet bolts 

• Gasket kit 

• Turbine outlet adapter kit 

• Compressor housing clamp 


Performance 

Stock 

Stage 1* 

Stage 2* 

Stage 3* 

Turbo Horsepower Torque 

Stock 

GT3782R 

GT3782R 

GT3788R 

325 

350 

450 

550 

610 

650 

1000 

1200 

* Model Year 2006 vehicle with performance chip and exhaust 

Note: Model 

Years 1994-1998 

with 12-valve engines 

will require 

the purchase 

of an additional 

Adapter Kit 

(785784-0001). 

Kit includes 

12-valve specific 

water line, 

oil inlet adapter 

and installation 

instructions. 


Honeywell


by Honeywell 

Drag Racing Turbos 

Drag racing demands more from your vehicle than almost any other Motorsport and you demand just 

as much from your turbo! A Garrett ® turbocharger is put through harsh testing before it ever stages to 

give you the dependability you can count on each and every pass. Our engineers work directly with 

race sanctioning bodies to insure that there is a Garrett ® turbocharger to meet your class’ rulebook; 

even providing low-volume wheel combinations that allow for extreme thermal expansion to keep you 

on track! 

Check www.TurboByGarrett.com or your sanctioning body’s rule book for restrictions on your class’ 

turbocharger sizing. 

TURBO COMPRESSOR TURBINE 

TURBO COMPRESSOR TURBINE 

Model Part Number Whl. Inducer Whl. Exducer Trim Whl. Diameter Trim CHRA 

GTX4294R 800269-3 64.9mm 94.0mm 48 82.0mm 84 451888-46 

GTX4294R 800269-4 66.8mm 94.0mm 51 82.0mm 84 451888-47 

GTX4294R 800249-5 67.8mm 94.0mm 52 82.0mm 84 451888-48 

GTX4202R 800269-6 70.0mm 102.3mm 47 82.0mm 84 451888-49 

GTX4202R 800269-7 71.8mm 102.3mm 49 82.0mm 84 451888-50 

GTX4202R 800269-8 73.8mm 102.3mm 52 82.0mm 84 451888-51 

GTX4202R 800269-2 75.8mm 102.3mm 55 82.0mm 84 451888-44 

GTX4502R 800269-9 70.0mm 102.3mm 47 87.0mm 85 451888-52 

GTX4502R 800269-10 71.8mm 102.3mm 49 87.0mm 85 451888-53 

GTX4502R 800269-11 73.8mm 102.3mm 52 87.0mm 85 451888-54 

GTX4502R 800269-12 75.8mm 102.3mm 55 87.0mm 85 451888-55 

GTX4508R 800270-3 75.8mm 102.3mm 49 87.0mm 85 451888-57 

GTX4508R 800270-2 77.8mm 108.0mm 52 87.0mm 85 451888-56 

GTX4508R 800270-1 79.8mm 108.0mm 55 87.0mm 85 451888-45 

GTX4708R 804878-3 75.8mm 108.0mm 49 92.7mm 82 769210-19 

GTX4708R 804878-1 77.8mm 108.0mm 52 92.7mm 82 769210-17 

GTX4708R 804878-2 79.8mm 108.0mm 55 92.7mm 82 769210-18 

GT4718R 769112-11 81.8mm 117.6mm 48 92.7mm 82 769210-11 

GT4718R 769112-12 84.8mm 117.6mm 52 92.7mm 82 769210-12 

GT4718R 769112-13 87.8mm 117.6mm 53 92.7mm 82 769210-2 

GT5518R 775844-9 81.8mm 117.6mm 48 111.5mm 84 769210-16 

GT5518R 775844-8 84.8mm 117.6mm 52 111.5mm 84 769210-15 

GT5518R 775844-7 85.8mm 117.6mm 53 111.5mm 84 769210-14 

GT5518R 775844-6 87.8mm 117.6mm 56 111.5mm 84 769210-13 

GT5533R 775844-1 91.2mm 133.3mm 47 111.5mm 84 769210-3 

GT5533R 775844-2 93.8mm 133.3mm 50 111.5mm 84 769210-5 

GT5541R 775844-5 105.8mm 141.2mm 56 111.5mm 84 769210-7 

Racing rules may change without notice. Please check the latest revision of your class’ rule book for up-to-date turbocharger restrictions. Honeywell is 

not responsible for changes in sanctioning bodies’ rules not reflected in or purchases made in reliance upon Honeywell promotional materials. 

Honeywell 


81

Flange Dimensions 


by Honeywell 

Compressor Housing Inlet & Outlet Dimensions 

Gasket 431634-2 Gasket 431633-1 

All Dimension Measurements in Millimeters (mm) 


Honeywell


by Honeywell 


Gasket 447802-1 Gasket 447802-1 Gasket 447802-1 

Turbine Housing Inlet Flanges 

Gasket 409039-1 Gasket 409038-1 


Honeywell 


83



by Honeywell 

Turbine Housing Inlet Flanges & Center Housing Oil Flanges 

Gasket 409039-0, 409039-1 Gasket 407294-1, 407294-2 Gasket 407294-1, 407294-2 

Gasket 409123-2 

Gasket 409038-0, 409038-1 

Gasket 409123-2 

Gasket 413523-1 

Gasket 409267-2 

Gasket 409266-3 

Gasket 409266-3 

Gasket 409266-3 

Gasket 413709-1 

Gasket 409266-3 

Gasket 409266-3 

Gasket 409266-3 

Gasket 409266-3 



Honeywell


by Honeywell 


Turbine Housing Outlet Flanges 

Gasket 770119-1 


Honeywell 


85



by Honeywell 

Turbine Housing Outlet Flanges & Center Housing Water Connections 



Honeywell


by Honeywell 

TiAL Sport 

High-Performance Stainless Steel Wastegate Assemblies 

All TiAL 

wastegate 

assemblies are 

constructed with 

stainless steel 

valves and valve 

bodies. Actuator 

housings are 

CNC machined 

billet aluminum, 

with an optimal 

actuator to valve 

ratio or 2.2:1 

for maximum 

flow capacity. 

The units are 

also designed with high temperature Nomex 

diaphragms and oxidation resistant Super Alloy 

components. 

MV-S and MV-R series wastegates now 

feature built in water cooling ports for rock solid 

performance in the most extreme applications 

and prolonged life when used in a normal street 

application (not required). 

TiAL offers 38mm, 41mm, 44mm, 46mm and 

60mm wastegates to accommodate each type of 

application. 

50mm Compressor Blow-Off Valve Assemblies 

The TiAL 

Blow-Off 

Valve design 

is the result 

of extensive 

development 

and testing. 

Engine Vacuum Reading Color Use Spring 

-20 to -21 in/Hg Pink -11 Psi (-22 in/Hg) 

-16 to -19 in/Hg Un-painted -10 Psi (-20 in/Hg) 

-12 to -15 in/Hg White -8 Psi (-16 in/Hg) 

-8 to -11 in/Hg Black -6 Psi (-12 in/Hg) 

The 50mm compressor bypass valve is a vital component of 

any turbocharged blow-through induction system. This custom 

TiAL manufactured Blow-Off Valve will improve throttle (time to 

boost) response as well as help relieve the damaging effects of 

compressor “surge loading”. The CNC machined housings are 

available in anodized blue, red, silver, black and purple. 

Honeywell 


87

Accessories 

Garrett ® Mechanical Boost Gauge 


by Honeywell 

Garrett ® Turbocharger Speed Sensor 

The Garrett ® Mechanical Boost Gauge is the perfect 

addition to your interior for the important job of 

accurately monitoring your boost levels. The gauge 

has a sleek design and features a black face, white 

backlit numbers and a brushed aluminum ring. The 

gauge monitors boost from 30 Hg of vacuum to 30 

psi of boost. 

Gauge kit comes with vacuum line, hardware, 

mounting brace and installation instructions. 

Part Number 773326-1 

Get the most out of your turbocharger! 

The Garrett ® Turbocharger Speed Sensor Kit offers the ability to monitor 

the inner workings of your turbocharger to insure longer life and maximum 

performance at an affordable price! By constantly monitoring your 

turbocharger’s shaft speed through either a data logger or the Garrett ® - 

branded speed sensor gauge, you acquire a more complete picture of 

your turbocharger’s performance. 

Maximum Performance 

Comparing boost levels and shaft speed on a compressor map, you 

can determine the ideal operating conditions to insure peak power over 

a wider operating range. All Garrett ® Turbocharger Speed Sensor Kits 

are compatible with dataloggers to enhance engine tuning capability. In 

addition, the Garrett ® -branded gauge’s maximum speed recall function 

will retain the highest wheel speed for five minutes for easy mapping. 

The data gained from the Garrett ® Turbocharger Speed Sensor Kit can 

be used to closely estimate the engine’s flow behavior without a flow 

bench. Flow information is invaluable for determining if the turbocharger 

is reaching its maximum performance, for validating the turbo match, and 

for insuring that it is not overspeeding, allowing you to avoid potentially 

damaging operating conditions. This kit could even be used in conjunction 

with an aftermarket ECU to limit compressor speed. 

Easy to Use 

The Garrett ® Turbocharger Speed Sensor works with any turbocharger to 

accurately determine compressor wheel speed. The instructions include 

detailed drawings of the exact machining specifications for all Garrett ® GT 

catalog turbochargers as well as general guidelines for other compressor 

housing types. The Garrett ® Turbocharger Speed Sensor Kit includes all 

necessary wiring for easy installation and simple data logging. 

Two Options Available 

Garrett ® Turbocharger Speed Sensor Pro Kit - PN 781328-0002 includes 

speed sensor, wiring harness, and installation instructions. 

Garrett ® Turbocharger Speed Sensor Street Kit - PN 781328-0001 

includes speed sensor, wiring harness, installation instructions and 

Garrett ® -branded turbo speed gauge. 


Honeywell


by Honeywell 

Intercoolers 

Garrett ® intercoolers have a long history with 

some of the premier names in the performance 

car industry - Roush, Saleen, Mercedes-Benz 

AMG, Ford SVT, GM, and McLaren have all 

turned to Garrett ® to intercool their hottest 

models. 

Garrett ® now offers this expertise and quality 

in a full range of intercool cores. From air-to-air cores 

sized for tightly-packed sport compact cars to air-to-water 

cores capable of supporting 1000+ hp, we can provide optimum 

performance for nearly any application. 

Garrett ® intercoolers also offer superior fatigue protection for the high boost pressures 

and temperatures of today’s extreme engines. They are constructed of high 

strength brazen aluminum alloys with advanced tube and fin designs to ensure 

greater heat transfer effectiveness and durability. 

Intercooler Specifications 

Intercooler Core 

Part Number 

Design 

Type 

Hot Flow 

Length (in.) 

No Flow 

Height (in.) 

Cold Flow 

Width (in.) 

Core Weight 

(lbs.) 

Supported 

Horsepower * 

703521-6001 Bar-Plate 6.0 12.4 4.5 9.0 180 

703517-6001 Bar-Plate 6.0 12.3 3.0 6.2 210 

703518-6015 Bar-Plate 18.0 6.4 3.0 7.3 310 

703517-6003 Bar-Plate 10.0 12.3 3.0 9.5 370 

703521-6003 Bar-Plate 10.0 12.3 4.5 13.1 375 

703518-6016 Bar-Plate 18.0 7.9 3.0 9.9 400 

703520-6025 Bar-Plate 18.0 8.0 3.5 10.8 425 

703518-6018 Bar-Plate 24.0 6.4 3.0 9.9 475 

703520-6009 Bar-Plate 24.0 6.4 3.5 11.6 500 

703518-6017 Bar-Plate 18.0 10.3 3.0 11.2 510 

753447-6004 Bar-Plate 22.0 10.5 2.3 11.8 530 

703520-6026 Bar-Plate 18.0 10.5 3.5 13.7 575 

487085-6002 Bar-Plate 20.0 11.2 3.0 15.2 600 

753447-6005 Bar-Plate 22.0 12.0 2.3 13.5 600 

703520-6010 Bar-Plate 24.0 8.0 3.5 13.8 600 

703518-6003 Bar-Plate 16.0 12.0 3.0 13.9 650 

703518-6004 Bar-Plate 18.0 12.1 3.0 15.6 750 

703522-6008 Bar-Plate 18.0 11.2 4.5 17.0 750 

717874-6008 Air-Water 11.7 3.8 3.8 6.3 750 

703522-6004 Bar-Plate 18.0 12.1 4.5 19.8 785 

703520-6011 Bar-Plate 24.0 10.5 3.5 17.8 800 

703518-6005 Bar-Plate 24.0 12.1 3.0 19.4 900 

703520-6005 Bar-Plate 24.0 12.1 3.5 20.3 925 

703522-6005 Bar-Plate 24.0 12.1 4.5 26.2 950 

486827-6002 Bar-Plate 23.7 12.0 3.8 23.7 1000 

734408-6005 Air-Water 11.9 4.8 4.8 8.6 1000 

701596-6001 Bar-Plate 27.8 12.7 5.1 31.4 1260 

* Horsepower rating shown for nominal operating conditions. Maximum horsepower potential may be higher than the listed values. 

Honeywell 


89

Turbocharger Index 


by Honeywell 

TURBO 

TURBO 

COMPRESSOR 

COMPRESSOR TURBINE TURBINE APPLICATION 

APPLICATION 

Pg. Turbo PN CHRA PN Bearing Cooling Ind Whl Dia Exd Whl Dia Trim A/R Whl Dia Trim A/R Type HP Engine 

22 GT1241 756068-1 757864-1 Journal Oil & Water 29.0mm 41.0mm 50 0.33 35.5mm 72 0.43 Wastegated 50 - 130 0.4L - 1.2L 

23 GT1544 454082-2 433289-116 Journal Oil 32.9mm 43.9mm 56 0.33 42.2mm 58 0.34 Wastegated 100 - 150 1.0L - 1.6L 


24 GT1548 466755-3 431876-93 Journal Oil & Water 37.2mm 48.0mm 60 0.48 41.2mm 72 0.35 Wastegated 100 - 200 1.0L - 1.6L 









29 GT2252 Turbine Housing Option (PN 451503-1) 0.56 Free Float 

30 GT2259 452214-3 451298-9 Journal Oil 42.8mm 59.4mm 52 0.42 50.3mm 72 0.56 Free Float 160 - 280 1.7L - 2.5L 

30 GT2259 Turbine Housing Option (PN 436313-6) 0.67 Wastegated 

31 GT2554R 471171-3 446179-24 Ball Oil & Water 42.1mm 54.3mm 60 0.80 53.0mm 62 0.64 Wastegated 170 - 270 1.4L - 2.2L 






34 GT2860R Turbine Housing Option (PN 430609-230) 0.64 Wastegated 









38 GT2860RS 739548-1 446179-66 Ball Oil & Water 47.2mm 60.1mm 62 0.60 53.9mm 76 0.86 Wastegated 250 - 360 1.8L - 3.0L 

38 GT2860RS 739548-5 446179-66 Ball Oil & Water 47.2mm 60.1mm 62 0.60 53.9mm 76 0.64 Wastegated 250 - 360 1.8L - 3.0L 

38 GT2860RS Turbine Housing Option (PN 430609-230) 0.64 Wastegated 

38 GT2860RS Turbine Housing Option (PN 430609-231) 0.86 Wastegated 









41 GT2871R 743347-3 446179-31 Ball Oil & Water 49.2mm 71.0mm 48 0.60 53.9mm 76 0.64 Wastegated 250 - 400 1.8L - 3..0L 











44 GT3071R - 700177-23 Ball Oil & Water 53.1mm 71.0mm 56 - 60.0mm 84 - - 300 - 460 1.8L - 3.0L 

44 GT3071R Compressor Housing Option (PN 756021-1) 2.75” Hose 2.00” Hose 0.50 

44 GT3071R Compressor Housing Option (PN 756021-2) 4.00” Hose 2.00” Hose 0.50 



45 GT3071R Compressor Housing Kit Option (PN 756021-1) 2.75” Hose 2.00” Hose 0.50 

45 GT3071R Compressor Housing Kit Option (PN 756021-2) 4.00” Hose 2.00” Hose 0.50 

46 GTX3071R 803712-1 700177-46 Ball Oil & Water 54.1mm 71.4mm 58 0.60 60.0mm 84 - - 340 - 560 1.8L - 3.0L 

47 GT3076R 700382-12 700177-7 Ball Oil & Water 57.0mm 76.2mm 56 0.60 60.0mm 84 - - 310 - 525 1.8L - 3.0L 


- GT(X)30R Turbine Housing Option (PN 740902-1) 1.06 Free Float 











49 GT3271 Turbine Housing Option (PN 435066-32) 0.69 Wastegated 

50 GT3582R 714568-1 706451-5 Ball Oil & Water 61.4mm 82.0mm 56 0.70 68.0mm 84 1.06 Free Float 400 - 600 2.0L - 4.5L 











Honeywell


by Honeywell 

Turbocharger Index 

TURBO COMPRESSOR TURBINE APPLICATION 

Pg Turbo PN CHRA PN Bearing Cooling Ind Whl Dia Exd Whl Dia Trim A/R Whl Dia Trim A/R Type HP Engine 

























- GT40R Turbine Housing Option (PN 448375-18) 0.85 Free Float 
















- GT(X)42(R) Turbine Housing Option (PN 757707-1) 1.01 Free Float 



















69 GT4708R 769112-1 769210-1 Ball Oil 79.8mm 108.0mm 55 0.69 92.7mm 82 0.96 Free Float 700 - 1150 2.5L - 10.0L 












- GT47(R) Turbine Housing Option (PN 761208-9) 0.96 Free Float 





73 GT5533R 769115-7 769210-5 Ball Oil 93.8mm 133.3mm 49.5 0.81 111.5mm 84 1.00 Free Float 1100 - 1700 3.0L - 12.0L 



76 T04BR - 757197-1 Ball Oil & Water 59.0mm 76.1mm 60 - 74.2mm 76 - - 

76 T04ZR - 740759-2 Ball Oil & Water 66.7mm 84.0mm 63 - 74.2mm 76 - - 

76 T3/T4R - 757197-2 Ball Oil & Water 56.6mm 75.0mm 57 - 65.0mm 76 - - 




76 T350R - 757197-7 Ball Oil & Water 59.0mm 76.1mm 60 - 71.0mm 76 - - 

Honeywell 


91

Garrett Catalog - RB Racing

Create successful ePaper yourself

Delete template?

Save as template?